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FAA <strong>Safety</strong><br />
January/February 2017<br />
BRIEFING<br />
Your source for general aviation news and information<br />
PAVEing<br />
the Way to<br />
<strong>Safety</strong><br />
Say Ahh ... P 11<br />
A Pilot’s Guide to Self-Assessing Risk<br />
Is My Aircraft Right for Flight? P 16<br />
The Importance of Preflight Prep<br />
The Wild (Not So Blue) Yonder<br />
Mitigating Risks in the Environment P 20<br />
Are We There Yet?<br />
How External Pressures Can Affect Your Flight P 23<br />
Federal Aviation<br />
Administration<br />
faa.gov/news/safety_briefing<br />
@FAA<strong>Safety</strong>Brief
FAA <strong>Safety</strong> Briefing is the FAA safety policy voice of non-commercial general aviation.<br />
The January/February 2017 issue of FAA <strong>Safety</strong> Briefing focuses on aviation risk<br />
management and aeronautical decision making. Featured content follows the<br />
framework of the PAVE checklist, covering a pilot’s decision making process to<br />
mitigate risks in terms of the: Pilot, Aircraft, enVironment, and External Pressures.<br />
Cover photo by Paul Cianciolo<br />
20<br />
12<br />
23<br />
16<br />
Features<br />
7 Sharing the Wealth ASAP Expansion Improves Airspace <strong>Safety</strong> for All<br />
by Bryan Burns<br />
8 Risky Business The What, How, and Why of Risk Management<br />
by Susan Parson<br />
12 Say Ahh ... A Pilot’s Guide to Self-Assessing Risk<br />
by Tom Hoffmann<br />
16 Is My Aircraft Right for Flight? The Importance of Preflight Prep<br />
by Jennifer Caron<br />
18 Bring the Heat How to Avoid Induction Icing<br />
by Dr. Dave Swartz<br />
20 The Wild (Not So Blue) Yonder Mitigating Risk in the Flight Operating Environment<br />
by James Williams<br />
23 Are We There Yet? How External Pressures Can Affect Your Flight<br />
by Paul Cianciolo<br />
Departments<br />
1 Jumpseat – an executive policy perspective<br />
2 ATIS – GA news and current events<br />
5 Aeromedical Advisory – a checkup on all things aeromedical<br />
6 Ask Medical Certification – Q&A on medical certification issues<br />
26 Checklist – FAA resources and safety reminders<br />
27 Nuts, Bolts, and Electrons – GA maintenance issues<br />
29 Angle of Attack – GA safety strategies<br />
30 Vertically Speaking – safety issues for rotorcraft pilots<br />
31 Flight Forum – letters from the <strong>Safety</strong> Briefing mailbag<br />
32 Postflight – an editor’s perspective<br />
Inside back cover FAA Faces – FAA employee profile
Jumpseat<br />
JOHN DUNCAN<br />
DIRECTOR, FLIGHT STANDARDS SERVICE<br />
Mistakes (Don't) “Just Happen”<br />
In the November/December issue of FAA <strong>Safety</strong><br />
Briefing, I wrote about the cultural and structural<br />
changes that the FAA Flight Standards Service is<br />
making to improve the way we operate.<br />
To support our cultural changes, members of my<br />
senior staff and I are reading a book called Turn the<br />
Ship Around, by David Marquet. If you aren’t familiar<br />
with the book or the excellent ten-minute summary<br />
you can find on YouTube, here’s the short version.<br />
As an upcoming first-time nuclear submarine<br />
captain in the U.S. Navy, Captain Marquet spent a<br />
year preparing to take command of a specific vessel.<br />
Just two weeks before the change of command<br />
ceremony, he was assigned to take command of a<br />
completely different sub, one whose rock-bottom<br />
reputation and performance posed an endless<br />
number of daunting challenges. The book — a compelling<br />
and interesting read that I highly recommend<br />
— details the innovative leadership techniques that<br />
Captain Marquet used to “turn the ship around.”<br />
Deliberate Action<br />
For the purposes of the risk management/<br />
decision-making theme of this issue, I want to focus<br />
on a chapter called “Mistakes Just Happen.” Lots of<br />
things can go (badly) wrong on a nuclear submarine,<br />
and Captain Marquet begins this chapter with the<br />
story of a potentially deadly mistake. The responsible<br />
crewmember and his supervisor fessed up and,<br />
based on traditional Navy practices, they expected<br />
the worst in terms of punishment. However, Captain<br />
Marquet recognized — as the FAA does with Compliance<br />
Philosophy — that finding and permanently<br />
fixing the problem was the most important thing he<br />
could do. The responsible parties were willing and<br />
able to comply, and they freely offered information<br />
about what happened. So the focus turned to figuring<br />
out why it happened, and how the crew could<br />
prevent a recurrence of this particular mistake.<br />
In the course of the analysis, one officer<br />
observed that the crewmember “was just in auto. He<br />
didn’t engage his brain before he did what he did; he<br />
was just executing a procedure.” As Captain Marquet<br />
tells the story:<br />
deliberate action” as our mechanism. This meant<br />
that prior to any action, the operator paused<br />
and vocalized and gestured toward what he was<br />
about to do, and only after taking a deliberate<br />
pause would he execute the action. Our intent<br />
was to eliminate those “automatic” mistakes.<br />
Since the goal of “take deliberate action” was to<br />
introduce deliberateness in the mind of the operator,<br />
it didn’t matter whether anyone was around<br />
or not. Deliberate actions were not performed for<br />
the benefit of an observer or an inspector. They<br />
weren’t for show. Our mechanism to prevent<br />
recurrence of the problem was to implement the<br />
taking of deliberate actions on board.<br />
As with any culture change, it took some time<br />
for deliberate action to sink in. Like some in aviation,<br />
submariners seemed to take pride in operating as<br />
quickly as possible. By the time of the submarine’s<br />
next inspection, when the ship ultimately earned the<br />
highest grade anyone had ever seen on its reactor<br />
operations, the senior inspector noted that: “Your<br />
guys made the same<br />
mistakes — no, your<br />
guys tried to make We discussed a mechanism for engaging your<br />
the same number brain before acting. We decided that when<br />
of mistakes — as operating a nuclear-powered submarine we<br />
everyone else. But wanted people to act deliberately, and we<br />
the mistakes never decided on “take deliberate action” as our<br />
happened because mechanism. — David Marquet<br />
of deliberate action.<br />
Either they were corrected by the operator himself or<br />
by a teammate.”<br />
I’m sure I don’t have to spell out the relevance<br />
and application of deliberate action to anyone in<br />
aviation. In fact, many of you are likely familiar with<br />
the classic advice to use a “wind your watch” interval<br />
before reacting to an abnormality or emergency.<br />
Whatever phrase you use, though, deliberate action<br />
that requires you to stop, look, and think before you<br />
actually do anything is an excellent way to practice<br />
sound aeronautical decision-making and risk<br />
management. As Captain Marquet concludes in his<br />
video, “Now go forth and be great!”<br />
I thought that was perceptive. We discussed<br />
a mechanism for engaging your brain before<br />
acting. We decided that when operating a<br />
nuclear-powered submarine we wanted people<br />
to act deliberately, and we decided on “take<br />
Learn More<br />
FAA’s Compliance Philosophy page<br />
www.faa.gov/go/cp<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 1
ATIS AVIATION<br />
NEWS ROUNDUP<br />
FAA Urges Retrofit of Helicopters to Increase<br />
Crash <strong>Safety</strong><br />
FAA Administrator Michael Huerta and GA & Commercial<br />
Division Manager Jim Viola along with several FAA <strong>Safety</strong><br />
Team Program Managers.<br />
FAA Administrator Michael Huerta called on<br />
operators and manufacturers during the 2016 FAA<br />
International Rotorcraft <strong>Safety</strong> Conference to retrofit<br />
helicopters by installing equipment or changing aircraft<br />
designs to help prevent post-crash fires.<br />
Huerta noted during his October speech at the<br />
second annual conference that only 16 percent of<br />
U.S. registered helicopters meet all federal regulations<br />
for post-crash fires.<br />
“If an industry has a genuine focus on compliance<br />
and on preemptive risk management, it<br />
shouldn’t wait for new regulations before taking<br />
action,” Huerta said. “Both government and industry<br />
should look at the data and collaborate on solutions.<br />
We should implement changes as soon as we can.<br />
“Whatever can be achieved by manufacturers,<br />
operators, and pilots today will be instrumental in<br />
eliminating these fatalities tomorrow,” Huerta said.<br />
FAA data shows that when a post-crash fire<br />
occurs in fatal helicopter crashes, it contributes to<br />
fatality 20 percent of the time in the United States.<br />
Blunt force trauma contributes to the other 80 percent<br />
of fatalities.<br />
In the 1980s and 1990s, the FAA changed its<br />
rotorcraft regulations to add occupant protection<br />
rules that cover emergency landing conditions and<br />
fuel system crash resistance. However, the rules<br />
did not require a retrofit of the existing fleet. Also,<br />
newly manufactured rotorcraft were only required<br />
to comply if they were built under a new type certificate.<br />
Decades later, the net result is that only a small<br />
percentage of rotorcraft are equipped with the added<br />
protection. The anticipated improvement in safety<br />
wasn’t recognized to its fullest extent.<br />
Advocacy groups, crash survivors, and relatives<br />
of people that died in helicopter accidents have been<br />
pushing the government to ensure more helicopters<br />
are required to meet the more stringent occupant<br />
protection requirements.<br />
The FAA’s Aviation Rulemaking Advisory Committee’s<br />
working group on Rotorcraft Occupant<br />
Protection has submitted recommendations for<br />
changes to existing federal regulations to better prevent<br />
post-crash fires and blunt force trauma. Until<br />
changes are made, however, the FAA continues to<br />
urge voluntary compliance as it has the most immediate<br />
impact on safety.<br />
GA Remains on NTSB Most Wanted List<br />
The National Transportation <strong>Safety</strong> Board<br />
(NTSB) released its 2017-2018 Most Wanted List of<br />
Transportation <strong>Safety</strong> Improvements last November.<br />
On the top 10 list is Prevent Loss of Control in Flight<br />
in General Aviation. Although commercial airline<br />
accidents have become relatively rare in the U.S.,<br />
accidents involving inflight loss of control (LOC) in<br />
GA, while trending downward, still occur at an unacceptable<br />
rate. From 2008 to 2014, nearly 48 percent<br />
of fatal fixed-wing GA accidents resulted from pilots<br />
losing control of their aircraft in flight. During this<br />
time, LOC in flight accounted for 1,194 fatalities.<br />
The NTSB has also moved to a two-year cycle<br />
for the list instead of issuing it annually. The change<br />
allows more time for the transportation industry,<br />
safety advocates, regulatory agencies, and individuals<br />
to effect the changes necessary to address the ten<br />
issues on the Most Wanted List.<br />
You can download the NTSB fact sheet about<br />
LOC at http://bit.ly/2fOuzX5.<br />
2 FAA <strong>Safety</strong> Briefing January/February 2017
IACRA Updates to Online Processing<br />
FAA’s Integrated Airman Certification and Rating<br />
Application (IACRA) is the web-based certification/<br />
rating application at https://iacra.faa.gov that guides<br />
the user through the airman application process.<br />
IACRA helps ensure applicants meet regulatory and<br />
policy requirements through the use of extensive<br />
data validation. It also uses electronic signatures to<br />
protect the information's integrity, eliminates paper<br />
forms, and prints temporary certificates.<br />
Some of the recent updates to the system<br />
include the minimum age being lowered to 13 years<br />
old; applicants at least 13 years old may now begin<br />
the Student Pilot application process, though the<br />
application can’t be completed until 90 days before<br />
their 14th birthday; temporary certificates will now<br />
be issued for student pilots, and will be available for<br />
printing after FAA internal processing is complete<br />
and the applicant is at least 14 years old; and remote<br />
pilot certificate processing for small unmanned aircraft<br />
systems (sUAS) is available.<br />
NASA Releases New Ice Induced Stall<br />
Pilot Training<br />
The information in the new NASA ice-induced<br />
stall training video (https://youtu.be/NBX84bF2d4U)<br />
supersedes, supplants, and replaces the instruction in<br />
all previous NASA tail stall icing training videos. This<br />
training aid is intended to help pilots understand the<br />
phenomenon of tailplane and wing stall while flying<br />
in icing conditions. The training also explains icing<br />
certification rules and recommends cockpit procedures<br />
to mitigate ice induced stall in order to maintain<br />
controlled flight during unexpected icing encounters.<br />
Airplane Flying Handbook Update<br />
The FAA’s Airplane Flying Handbook has a new<br />
version online. You can download it and signup for<br />
email updates from the Airman Testing page at<br />
www.faa.gov/training_testing/testing.<br />
FAA Issues Part 107 Waivers, Authorizations<br />
The FAA began issuing part 107 waivers and airspace<br />
authorizations to drone operators on August<br />
29, 2016, the effective date of the new rule. However,<br />
the agency has found that many applications have<br />
incorrect or incomplete information. Many applicants<br />
request multiple sections to be waived, which<br />
makes the application more complex, or request<br />
authorizations for flights in types of airspace for<br />
which the FAA is not yet granting approvals. As a<br />
result, the agency has had to reject many waiver<br />
requests and airspace applications.<br />
It’s important for applicants to understand the<br />
information needed to make a successful safety case<br />
for granting a waiver. Refer to the performance-based<br />
standards PDF at www.faa.gov/uas/request_waiver.<br />
Without a detailed description of how the applicant<br />
intends to meet these standards, the FAA can’t<br />
determine if a waiver is possible. Operators should<br />
select only the part 107 regulations that need to be<br />
waived for the proposed operation. Applicants also<br />
should respond promptly to any request we make<br />
for additional information. If the agency does not<br />
receive a response after 30 days, it will disapprove<br />
the waiver application.<br />
Operators must apply for airspace authorizations<br />
on the same web page. The required<br />
information is spelled out in the waiver/airspace<br />
authorization instructions document. As the FAA<br />
previously announced, operators who want to fly<br />
in Class G (uncontrolled) airspace do not need FAA<br />
authorization.<br />
The part 107 regulations provide a flexible<br />
framework for unmanned aircraft operations. Waivers<br />
and airspace authorizations are an important<br />
part of making the new rule work as intended. Applicants<br />
can help speed the process by making sure<br />
they make a solid, detailed safety case for any flights<br />
not covered under the small drone rule.<br />
FAA Receives Recommendations from Flight<br />
Service User Group<br />
The FAA hosted a two-day meeting with the<br />
Flight Service NAS Efficient Streamlined Services<br />
(FSNESS) User Group in September. FSNESS is<br />
part of the Administrator’s initiative to transform<br />
to a more efficient NAS with increased safety and<br />
user benefits.<br />
The meeting focused on a data-driven approach<br />
to determine whether to sustain, modify, discontinue<br />
or add new services to improve efficiency of<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 3
U.S. Department<br />
of Transportation<br />
Federal Aviation<br />
Administration<br />
ISSN: 1057-9648<br />
FAA <strong>Safety</strong> Briefing<br />
January/February 2017<br />
Volume 56/Number 1<br />
Anthony R. Foxx Secretary of Transportation<br />
Michael P. Huerta Administrator<br />
Margaret Gilligan Associate Administrator for Aviation <strong>Safety</strong><br />
John Duncan Director, Flight Standards Service<br />
James Viola Manager, General Aviation and Commercial Division<br />
Susan Parson Editor<br />
Tom Hoffmann Managing Editor<br />
James Williams Associate Editor / Photo Editor<br />
Jennifer Caron Assistant Editor<br />
Paul Cianciolo Assistant Editor<br />
Jessica Craney Art Director<br />
Published six times a year, FAA <strong>Safety</strong> Briefing, formerly FAA Aviation News, promotes<br />
aviation safety by discussing current technical, regulatory, and procedural<br />
aspects affecting the safe operation and maintenance of aircraft. Although based<br />
on current FAA policy and rule interpretations, all material is advisory or informational<br />
in nature and should not be construed to have regulatory effect. Certain<br />
details of accidents described herein may have been altered to protect the privacy<br />
of those involved.<br />
The FAA does not officially endorse any goods, services, materials, or products of<br />
manufacturers that may be referred to in an article. All brands, product names,<br />
company names, trademarks, and service marks are the properties of their respective<br />
owners. All rights reserved.<br />
The Office of Management and Budget has approved the use of public funds for<br />
printing FAA <strong>Safety</strong> Briefing.<br />
CONTACT INFORMATION<br />
The magazine is available on the Internet at:<br />
http://www.faa.gov/news/safety_briefing<br />
Comments or questions should be directed to the staff by:<br />
●●<br />
●●<br />
Emailing: <strong>Safety</strong>Briefing@faa.gov<br />
Writing: Editor, FAA <strong>Safety</strong> Briefing, Federal Aviation Administration, AFS-<br />
850, 800 Independence Avenue, SW, Washington, DC 20591<br />
●●<br />
Calling: (202) 267-1100<br />
●●<br />
Twitter: @FAA<strong>Safety</strong>Brief<br />
SUBSCRIPTION INFORMATION<br />
The Superintendent of Documents, U.S. Government Printing Office, sells FAA<br />
<strong>Safety</strong> Briefing on subscription and mails up to four renewal notices.<br />
For New Orders: Subscribe via the Internet at http://bookstore.gpo.gov, telephone<br />
(202) 512-1800 or toll-free 1-866-512-1800, or use the self-mailer form in the center of<br />
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512-2104.<br />
flight services within the Continental United States,<br />
Hawaii, and Puerto Rico. Possible changes in Alaska<br />
will be considered in an upcoming analysis.<br />
The FSNESS User Group includes representatives<br />
from the Aircraft Owners & Pilots Association,<br />
Air Line Pilots Association, National Business Aviation<br />
Association, Helicopter Association International,<br />
National Association of Flight Instructors,<br />
National Association of State Aviation Officials,<br />
Department of Defense, Experimental Aircraft<br />
Association, and the National Air Traffic Controllers<br />
Association.<br />
FAA participants supported the meeting as<br />
subject matter experts and provided an overview of<br />
each service, answered questions regarding existing<br />
services, and helped to identify implementation<br />
considerations.<br />
The 15 recommendations fell into one of these<br />
service categories: Preflight Services and Pilot Briefings;<br />
Broadcast Services; Flight Plan Filing and<br />
Activation/Closure; Inflight Services; Online Web<br />
Portals; and Pilot Education and Guidance.<br />
The User Group reached consensus on all of<br />
the recommendations and will continue to work in<br />
partnership with the FAA to implement the changes.<br />
Some of the recommendations are short-term and<br />
easy; others are more complex and require a multistep<br />
solution. The team will work to determine next<br />
steps, identify other affected FAA organizations,<br />
go through the safety management process, and<br />
develop or update policy, procedures, and contract<br />
language.<br />
A recurring theme in many recommendations<br />
is the need for education and targeted outreach to<br />
increase awareness among pilots for automated<br />
services while continuing to leverage technology to<br />
improve those services.<br />
4 FAA <strong>Safety</strong> Briefing January/February 2017
Aeromedical Advisory<br />
JAMES FRASER, M.D.<br />
FEDERAL AIR SURGEON<br />
How Risk Based Decision Making Helps Us Help You<br />
If you’ve been following these pages, you’re<br />
probably aware of my long standing goal to get as<br />
many airmen as possible safely into the air. When I<br />
first became the Federal Air Surgeon, I set an ambitious<br />
goal of having 95 percent of airmen leave the<br />
Aviation Medical Examiner’s (AME) office with a<br />
medical certificate in hand. Historically, that number<br />
had been around 90 percent. I’m excited to report<br />
that as we closed out fiscal year 2016, we achieved<br />
a result of 97.7 percent of airmen walking out with a<br />
medical certificate in hand. This is tantalizingly close<br />
to my dream goal of 98 percent.<br />
How Did We Get Here?<br />
One of the things that helped push us so close to<br />
our goal was the use of Risk Based Decision Making<br />
(RBDM). RBDM, when applied to medical certification,<br />
allows us to look at where there is risk in our<br />
system and determine how we might be able to mitigate<br />
it. We started by looking at deferred airmen with<br />
specific conditions and cross-referencing that information<br />
with accident and incident data. In many<br />
cases, we found no relationship between the two.<br />
Based on this information we made a decision,<br />
using RBDM, to focus more on conditions that could<br />
cause sudden or subtle incapacitation instead of<br />
general health threats. While your AME could still<br />
note these general health conditions, they wouldn’t<br />
be grounds for deferral. We also began to rewrite the<br />
AME Guide to leverage the experience of our AMEs<br />
and allow them greater freedom to issue certificates<br />
without FAA intervention. Some of the changes to<br />
our AME Guide and procedures included the Conditions<br />
AMEs Can Issue (CACI) and AME Assisted<br />
Special Issuance (AASI) programs, which both give<br />
AMEs more tools to prevent deferrals.<br />
We also learned to apply mitigating strategies<br />
that allow us to issue certificates that previously<br />
would not have been possible. Sometimes those mitigations<br />
are part of our Special Issuance (SI) process<br />
and other times they are through our normal certification<br />
process (i.e., CACI). In the case of SI, one of<br />
those mitigations is shorter duration certificates (one<br />
year as opposed to two). Other mitigations might be<br />
a requirement for additional information or tests, or<br />
some other strategy that we can use to reduce that<br />
risk. This could apply to either process.<br />
How Are We Moving Forward?<br />
When we started the process of updating the<br />
AME Guide, we knew it would be an uphill task.<br />
Our goal was to make as much of the AME Guide as<br />
accessible as possible not only to our AMEs, but also<br />
to airmen. This process is continuous. It will never<br />
end, nor should it. As technology, medicine, and<br />
treatments advance, we will have more opportunities<br />
to certificate even more airmen.<br />
One area we’ve opened up more recently is<br />
depression. It wasn’t long ago that depression was<br />
a condition we didn’t certify. After much consideration<br />
and research, we have developed procedures<br />
that allow some pilots receiving certain treatments<br />
to be certificated under specific conditions.<br />
That’s a huge step, one that wouldn’t be possible<br />
without RBDM.<br />
We realize that sometimes these risk mitigation<br />
strategies can seem onerous or difficult to comply<br />
with. One of the most frequent complaints is that<br />
insurance won’t cover the test you want at the time<br />
you want it. We do understand that these tests can<br />
be expensive. Overall, we have reduced the number<br />
of tests we require, and we will continue to look for<br />
such opportunities.<br />
The reality is that there will still be times when<br />
some tests are required. In that case, please work<br />
with us and your AME to see how we can resolve the<br />
issue. Maybe we can use a different test or move the<br />
timing to better align with insurance requirements. If<br />
we can find a way to mitigate that risk, we can probably<br />
work it out.<br />
Farewell<br />
As these pages go to press, I will be retiring from<br />
the FAA. I want to take this opportunity to say what<br />
an honor it has been to serve as your Federal Air<br />
Surgeon. I also want to thank those who took the<br />
time to write or attend one of my presentations. Your<br />
feedback has been an important part of getting us<br />
so far in our goal of certificating as many airmen as<br />
safely possible.<br />
James Fraser received a B.A., M.D., and M.P.H. from the University of<br />
Oklahoma. He completed a thirty year Navy career and retired as a Captain<br />
(O6) in January 2004. He is certified in the specialties of Preventive Medicine<br />
(Aerospace Medicine) and Family Practice. He is a Fellow of the Aerospace<br />
Medical Association and the American Academy of Family Practice.<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 5
Ask Medical Certification<br />
PENNY GIOVANETTI, D.O.<br />
MANAGER, AEROSPACE MEDICAL<br />
SPECIALTIES DIVISION<br />
Q1. Is A-fibrillation a reason to reject a 3rd<br />
class medical?<br />
A1. Atrial fibrillation, also known as “AFib,” is a<br />
heart condition where the heart beat is irregular.<br />
Some people have no symptoms at all, and others<br />
may have a sense of fluttering heart, fatigue, and<br />
even loss of consciousness. AFib also greatly<br />
increases the risk for stroke. While it can be disqualifying,<br />
a vast majority of airmen with AFib can<br />
be effectively treated and granted special issuance<br />
medical certificates.<br />
Q2. Hello, I have a medical question I would like<br />
to ask anonymously regarding the implications of<br />
an aortic aneurysm on my Class III medical.<br />
I am a 72 yr old white male, 5’10”, 213 lbs who<br />
has been flying under a special issuance for high<br />
blood pressure for 40+ years.<br />
I went in for the annual Medicare Wellness<br />
checkup and my primary care doctor noted elevated<br />
blood pressure. He immediately adjusted my<br />
medications (all on FAA approved list) and brought<br />
it back down to an average of 135/53 mmHg and<br />
a heart rate averaging 57 bpm. He then ordered a<br />
CAT abdomen scan to check for kidney damage.<br />
The findings include:<br />
“…Ultimately extensive urinary arterial calcification<br />
involving all three coronary arteries.<br />
The heart is enlarged with concentric left<br />
ventricular hypertrophy and mild left ventricular<br />
dilatation. There is dilatation of the<br />
aortic root, measuring 4.6 cm at the sinuses of<br />
Valsalva. Dilation of the proximal ascending<br />
aorta, maximum diameter 4.3 cm.”<br />
The reading doctor’s impression is:<br />
“Extensive calcified coronary artery disease.<br />
Concentric left ventricular hypertrophy with<br />
mild left ventricular dilation. Dilatation of<br />
aortic root and mild maximum 4.3 cm aneurysmal<br />
change seen in the visualized portion<br />
of the ascending aorta …”<br />
My doctor inquired about symptoms such as<br />
chest or arm pain/discomfort. I am NOT experiencing<br />
chest or arm pain/discomfort. He did<br />
perform a treadmill stress test which I passed.<br />
Currently, he has me on a one year follow up for<br />
a stress test and CAT scan. All blood test is within<br />
normal limits.<br />
I did request a consultation with a cardiovascular<br />
surgeon. The conversation started out with<br />
him asking “What are you doing here? I do not<br />
want to see you until you are a 5.5, or maybe a 5…”<br />
Is this condition within the limits for a Class<br />
III medical? If not, can the AME do a complete<br />
record review and exam and if satisfied, do a<br />
special issuance from his office, or, will he have to<br />
refer it to Oklahoma City?<br />
A2. Based on the information you have provided,<br />
there are three concerns: calcified coronary artery<br />
disease, concentric left ventricular hypertrophy,<br />
and a dilated ascending aorta, all three of which<br />
would need to be addressed. Since your question is<br />
specifically about the aorta, 4.3 cm is within limits,<br />
but should be followed annually by echocardiogram.<br />
AMEs are not allowed to grant special issuances. I<br />
recommend that you take your records to your AME<br />
well in advance of expiration of your medical certificate<br />
(60-90 days), so that if you need a special issuance,<br />
the decision can be made without any lapse in<br />
your certification.<br />
Q3. I am 58 years old and I have type two diabetes.<br />
I have kept my A1C numbers good with diet<br />
and metformin. Can I get a medical?<br />
A3. With the information provided here, assuming<br />
you have no diabetes-related organ disease,<br />
it sounds as if your chances for special issuance<br />
are good.<br />
Penny Giovanetti, D.O., received a bachelor’s degree from Stanford, a master’s<br />
in Environmental Health and Preventive Medicine from the University of Iowa<br />
and doctorate from Des Moines University. She completed a 27-year career<br />
as an Air Force flight surgeon. She is board certified in aerospace medicine,<br />
occupational medicine and physical medicine/rehabilitation. She is also a<br />
Fellow of the Aerospace Medical Association and a private pilot.<br />
Send your questions to <strong>Safety</strong>Briefing@faa.gov. We’ll<br />
forward them to the Aerospace Medical Certification<br />
Division, without your name, and publish the answer<br />
in an upcoming issue.<br />
6 FAA <strong>Safety</strong> Briefing January/February 2017
Sharing the<br />
Wealth<br />
ASAP Expansion Improves Airspace <strong>Safety</strong> for All<br />
A<br />
safety improvement program that has paid big<br />
dividends for the scheduled airlines and other<br />
large fleet operators for nearly 20 years is now<br />
available for small and medium size part 135 and<br />
part 91 operators.<br />
ASAP Expands<br />
Under a Memorandum of Understanding<br />
(MOU), the FAA has approved the Air Charter <strong>Safety</strong><br />
Foundation (ACSF) as a third-party Aviation <strong>Safety</strong><br />
Action Program (ASAP) manager. ASAP enables<br />
employees of charter operators and flight departments<br />
to file reports when they are involved in situations<br />
with safety implications or possible violations<br />
of FAA regulations.<br />
These reports are analyzed by an event review<br />
committee (ERC) comprised of the FAA, company<br />
management, and participating employee group<br />
representatives (pilots, mechanics, etc.). After carefully<br />
reviewing the circumstances surrounding each<br />
report, the ERC decides on the appropriate course of<br />
action to mitigate or eliminate similar occurrences.<br />
The U.S. aviation community spends billions<br />
of dollars annually training pilots, mechanics, and<br />
other employees in the interest of safety. Operators<br />
invest resources in developing standard operating<br />
procedures (SOPs) to provide a safety roadmap for<br />
employees to follow. The FAA encourages the use of<br />
safety management systems to identify and manage<br />
risks. Despite all these efforts, mistakes still happen,<br />
procedures are not followed, and safety is compromised.<br />
That’s where ASAP can help.<br />
“The whole premise behind the program is<br />
determining root cause of errors and mistakes,”<br />
said Bryan Burns, ACSF president. Most ASAP pilot<br />
reports involve things like altitude deviations, navigation<br />
errors, or speed restriction violations. “So, you<br />
just had a deviation. What was going on in the cockpit,<br />
what was happening?” said Burns.<br />
Filing an ASAP report provides crewmembers<br />
with immunity from the FAA for inadvertent, or unintentional,<br />
violations of the regulations to encourage<br />
people to speak up when something goes wrong.<br />
“Being forthright and honest leads to better<br />
procedures, better training,” Burns said, “and helps<br />
prevent the same mistakes from being repeated. That<br />
makes the operating environment safer for everyone.”<br />
Such reporting programs have been used by the<br />
employees of major airlines and other large-fleet<br />
operators for nearly 20 years, generating tens of thousands<br />
of reports that alert the carriers and the FAA to<br />
problems that can be addressed<br />
by changes in training and<br />
procedures.<br />
ACSF officials wanted<br />
to provide a way for smaller<br />
operators to gain the benefit<br />
of similar feedback, and began<br />
working closely with the FAA<br />
Being forthright and honest leads to<br />
better procedures, better training,<br />
and helps prevent the same mistakes<br />
from being repeated. That makes<br />
the operating environment safer<br />
for everyone.<br />
in 2012. With encouragement from FAA senior<br />
management in Washington, officials of the agency’s<br />
Great Lakes Region headquarters got the ball rolling.<br />
ACSF signed an MOU with the Great Lakes Region,<br />
and operators who wanted to participate in ASAP<br />
then had MOUs signed with their local Flight Standards<br />
District Offices (FSDOs).<br />
The ACSF-managed ASAP program is now<br />
approved in the contiguous United States including<br />
the FAA Eastern, Central, Great Lakes, Southern,<br />
Southwest, Western-Pacific, and Northwest Mountain<br />
regions.<br />
As of late-summer 2016, there were 55 operators<br />
enrolled in the ACSF-administered ASAP — 27 part<br />
135 charter operators and 28 part 91 corporate flight<br />
departments. Over the past four years, employees of<br />
those 55 operators have generated nearly 650 ASAP<br />
reports. Another 15 operators are in various stages of<br />
signing the MOU/employee training process.<br />
The program is structured so ACSF, not the FAA<br />
or the operator, shoulders 90 percent of the administrative<br />
burden. “In all respects, it’s a win-win for all<br />
parties involved,” Burns said.<br />
In addition, ACSF members can now participate<br />
in the FAA’s Aviation <strong>Safety</strong> Information Analysis and<br />
Sharing (ASIAS) program. ASAP participation results<br />
in a lot of de-identified information sharing among<br />
companies and safety administrators. After all, safety<br />
isn’t competitive.<br />
Learn More<br />
Air Charter <strong>Safety</strong> Foundation<br />
www.acsf.aero<br />
FAA's Aviation <strong>Safety</strong> Information Analysis and Sharing<br />
(ASIAS) program<br />
www.asias.faa.gov<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 7
SUSAN PARSON<br />
Risky Business<br />
The What, How, and Why of Risk Management<br />
A ship is always safe at the shore — but that is NOT what it is built for.<br />
— Albert Einstein<br />
Once upon a time, pretty much everyone involved<br />
in aviation took an “accidents happen” view of<br />
the world. From time to time in my pre-internet<br />
youth, I would pick up the newspaper or turn on<br />
the TV news to learn about a major airline accident.<br />
The photos were always grim. The details of each<br />
accident differed, but the result was the same. The<br />
investigation would reveal some human, mechanical,<br />
or meteorological flaw. Government and industry<br />
would come up with a way to address the issue,<br />
and off we’d go until the cycle repeated with the<br />
next accident.<br />
The “find, fix, and fly” approach resulted in a<br />
number of safety enhancements over the years.<br />
There was better training (including crew resource<br />
management, or CRM) for flight crews, maintenance<br />
personnel, and air traffic controllers. There<br />
were upgrades to airplanes and avionics. There was<br />
research on weather phenomena such as wind shear.<br />
There were new rules to ensure that everyone complied<br />
with the changes.<br />
These improvements made major accidents less<br />
common, but everyone involved in aviation eventually<br />
realized that just waiting for the next accident<br />
to put a spotlight on some heretofore undiscovered<br />
flaw was not the best way to improve aviation safety.<br />
The community — to include government as<br />
well as all segments of the industry — also came to<br />
understand that even the most faithful adherence to<br />
rules and regulations will not prevent the next accident.<br />
There is no question that following regulations<br />
is a vital part of aviation safety risk management.<br />
The rules provide an essential foundation for aviation<br />
safety. They are meant to direct the pilot’s path<br />
toward practices that contribute to safe operation<br />
and away from activities that undermine it.<br />
The problem is that while regulations are necessary,<br />
they are not sufficient in and of themselves.<br />
They offer comprehensive and<br />
sometimes exquisitely detailed<br />
treatment of individual issues.<br />
Still, regulations simply cannot<br />
cover the nearly infinite number<br />
of possible combinations of situations<br />
that can undermine safety.<br />
In this respect, regulations<br />
alone are like bricks<br />
without mortar.<br />
Photo by H. Dean Chamberlain<br />
8 FAA <strong>Safety</strong> Briefing January/February 2017
System <strong>Safety</strong><br />
Enter the discipline of risk management, and<br />
the concepts of system safety. The terms are admittedly<br />
abstract and they have a formal (and somewhat<br />
formidable) official definition. But, as the characters<br />
repeatedly assert in the slapstick Airplane! movies,<br />
“that’s not important right now.” To make the concept<br />
more concrete, think of system safety as the<br />
mortar needed to bind individual regulatory bricks<br />
together and build a sturdy barrier to accidents.<br />
You know about the regulatory “bricks,” so let’s<br />
focus on the “mortar.”<br />
A system can be defined as a combination of<br />
people, procedures, equipment, facilities, software,<br />
tools, and materials that operate in a specific environment<br />
to perform a specific task or achieve a specific<br />
purpose. GA flight operations clearly constitute<br />
a complex system with many variables:<br />
• Pilots have different levels of knowledge, skill,<br />
experience, ability, and discipline.<br />
• Procedures, such as instrument approaches,<br />
can be very complex.<br />
• Equipment, airframes and avionics, is<br />
changing rapidly.<br />
• Services, such as those provided by airports<br />
and air traffic control, vary widely and are<br />
already changing as NextGen technologies are<br />
deployed in the National Airspace System.<br />
• The flight environment, including weather, is a<br />
critical factor in the safety of every flight.<br />
• External factors can have a substantial impact,<br />
especially if the pilot doesn’t consciously<br />
recognize them.<br />
Risk Management<br />
A key part of the system-safety approach is risk<br />
management, a decision-making process designed<br />
to methodically identify hazards, assess the degree of<br />
risk, and determine the best course of action. To put<br />
risk management to work in your personal aviation<br />
safety system, you need to be familiar with some of<br />
the basic concepts:<br />
• A hazard is a present condition, event, object,<br />
or circumstance that could lead or contribute<br />
to an unplanned or undesired event. For<br />
example, a ¼-inch nick in the propeller is a<br />
hazard.<br />
• Risk is the future impact of a hazard that is not<br />
controlled or eliminated.<br />
A risk-assessment matrix shows that the level of<br />
risk posed by a given hazard is measured in terms<br />
of severity (extent of possible loss), and probability<br />
(likelihood that a hazard will cause a loss). Exposure<br />
(number of people or resources affected) can also be<br />
considered in assessing risk.<br />
Here’s a practical illustration of both the “rule<br />
gap” and the hazard/risk relationship.<br />
A few years ago, I sent a primary student out to<br />
do the preflight inspection. As required by school<br />
rules, he carefully checked the Cessna 152’s maintenance<br />
and airworthiness records before heading out<br />
to the airplane. All paperwork was in apple-pie order.<br />
Reaching the plane, my student discovered a<br />
sheen of oil on the nosewheel fairing. When he bent<br />
down for a closer look, he noticed that it was fresh,<br />
and steadily increasing with the steady drip-dripdripping<br />
of oil droplets escaping from somewhere in<br />
the engine compartment.<br />
While he had established compliance with the<br />
paperwork and maintenance and airworthiness service<br />
requirements, my student correctly concluded<br />
that a bleeding airplane<br />
was not in a condition Even the most faithful adherence to rules<br />
for safe flight. In terms will not prevent the next accident, because<br />
of hazards and risks, the regulations simply cannot cover the nearly<br />
Cessna 152 oil leak was infinite number of possible combinations of<br />
a hazard, but it would<br />
situations that can undermine safety.<br />
become a risk only if<br />
the airplane had been flown. So we went back inside<br />
for coffee, and wound up using the scheduled lesson<br />
time to discuss safety rules, safety realities, and the<br />
concept of safety risk management.<br />
Practical (Easy) Risk Management<br />
To make system safety and risk management<br />
practical for real-world GA operations, the FAA<br />
<strong>Safety</strong> Team (FAASTeam) promotes a simple threestep<br />
process:<br />
1. Perceive, or identify, the possible hazards<br />
associated with each category in the wellknown<br />
PAVE checklist:<br />
• Pilot — e.g., experience, recency, currency,<br />
physical and emotional condition<br />
• Aircraft — e.g., fuel reserves, experience<br />
in type, aircraft performance, aircraft<br />
equipment<br />
• enVironment — e.g., airport conditions,<br />
weather (VFR and IFR requirements),<br />
runways, lighting, terrain<br />
• External factors — e.g., impact of delays<br />
and diversions<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 9
Pilot<br />
enVironment<br />
Aircraft<br />
External<br />
Pressures<br />
The four elements of the<br />
PAVE risk assessment<br />
checklist.<br />
2. Process, or analyze, by evaluating the severity,<br />
probability, and/or exposure of the risk posed<br />
by the hazard(s) you identified in step one.<br />
3. Perform by finding ways to eliminate or<br />
mitigate the severity, probability, and/or<br />
exposure of each of the identified hazards.<br />
With consistent use, cycling continuously<br />
through the three-P cycle can become a habit that<br />
is as smooth and automatic as a well-honed crosscheck,<br />
interpret, and control scan taught in instrument<br />
flying.<br />
Risk Management in the Airman<br />
Certification Standards (ACS)<br />
The FAA Risk Management Handbook (FAA-H-<br />
8083-2) observes that:<br />
Learning how to identify problems, analyze the<br />
information, and make informed and timely<br />
decisions is not as straightforward as the training<br />
involved in learning specific maneuvers.<br />
Learning how to judge<br />
a situation and “how<br />
A key part of the system-safety approach to think” in the endless<br />
is risk management, a decision-making variety of situations<br />
process designed to methodically identify encountered while flying<br />
hazards, assess the degree of risk, and out in the “real world”<br />
determine the best course of action.<br />
is more difficult. There<br />
is no one right answer<br />
in Aeronautical Decision Making (ADM); rather<br />
each pilot is expected to analyze each situation in<br />
light of experience level, personal minimums, and<br />
current physical and mental readiness level, and<br />
make his or her own decision.<br />
That’s why the new FAA Airman Certification<br />
Standards (ACS), which began replacing the Practical<br />
Test Standards (PTS) in June 2016, explicitly<br />
incorporate risk management into the certification<br />
standards for an airman certificate or rating.<br />
While the PTS has long required the evaluation<br />
of knowledge and risk management elements in<br />
both the ground and flight portions of the practical<br />
test, it offers little more than a statement of the<br />
requirement and, in the case of “Special Emphasis”<br />
items, a list of subjects the Designated Pilot Examiners<br />
(DPEs) must evaluate. The ACS provides better<br />
guidance to applicants, instructors, and evaluators<br />
because it provides specific risk management and<br />
ADM procedures and behaviors associated with<br />
each Task, and it incorporates Special Emphasis<br />
items in the risk management section of the appropriate<br />
Area of Operation/Task. This presentation<br />
helps instructors make stick and rudder skills more<br />
meaningful by teaching them in the context of what<br />
the applicant must know and consider while demonstrating<br />
flight skills. On the practical test, it allows the<br />
evaluator to see and assess an applicant’s judgment<br />
and decision making in the context of actual flight<br />
operations. The ACS thus discourages the use of<br />
abstract and potentially subjective methods of testing<br />
these important skills.<br />
Consistent with the 3-P risk management<br />
model, the ACS is also intended to communicate<br />
and demonstrate that risk management is a continuous<br />
process that includes identification, assessment,<br />
and mitigation of task-specific hazards that create<br />
risk. The risk management element identifies the<br />
circumstantial issues that aviators must consider in<br />
association with a particular task.<br />
Because the level of risk that is acceptable to one<br />
pilot may not be the same for another, some have<br />
expressed concern that testing of risk management<br />
10 FAA <strong>Safety</strong> Briefing January/February 2017
Photo by Susan Parson<br />
elements in the ACS will be too subjective. It is true<br />
that risk management is unique to each and every<br />
individual, but the ACS defines the circumstances,<br />
conditions, or risks applicable to each Task, not<br />
to the specific individual. Applicants will thus be<br />
tested on their awareness and mitigation of the risks<br />
associated with the Task at hand, which includes the<br />
applicant’s consideration of these elements in the<br />
context of the maneuver but taking account of the<br />
pilot’s experience and ability, the aircraft used, and<br />
the operating environment.<br />
Why Bother with Risk Management?<br />
Aviators love to argue, and social media is full of<br />
lively debate about the “real” cause of GA accidents.<br />
Some threads focus on deficiencies in so-called<br />
stick-and-rudder skills, and suggest — incorrectly —<br />
that the addition of risk management diverts attention<br />
from airplane handling skills.<br />
In fact, most accidents have multiple causes.<br />
Some of the most persistent factors in fatal GA accidents<br />
are maneuvering flight, continued VFR into<br />
IMC, and loss of control on takeoff. All imply some<br />
degree of deficiency in the pilot’s knowledge, skill,<br />
and risk management abilities. Even the world’s best<br />
stick-and-rudder pilot is at risk for loss of control if<br />
he or she has an inadvertent flight into IMC because<br />
of deficiencies in weather knowledge or risk management<br />
ability. <strong>Safety</strong> is not served by emphasizing<br />
just one of these three abilities; on the contrary, each<br />
supports the others. To paraphrase the familiar “all<br />
available information” regulation (14 CFR section<br />
91.103), we need to use “all available means,” including<br />
risk management, to fly safely.<br />
Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor<br />
of FAA <strong>Safety</strong> Briefing. She is an active general aviation pilot and flight<br />
instructor.<br />
Learn More<br />
FAA Risk Management Handbook (FAA-H-8083-2)<br />
http://go.usa.gov/xktZr<br />
Airman Certification Standards<br />
www.faa.gov/training_testing/testing/acs<br />
<strong>Safety</strong> Enhancement Topics<br />
January: Single-Pilot CRM<br />
How to manage a crew of just you.<br />
February: Personal Minimums & Weather Cameras<br />
Understanding how to establish, maintain, and<br />
adhere to personal minimums when flying.<br />
Please visit www.faa.gov/news/safety_briefing for more information on these and other topics.<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 11
Say Ahh ...<br />
A Pilot’s Guide to<br />
Self-Assessing Risk<br />
TOM HOFFMANN<br />
In the grand scheme of aviation risk management,<br />
it is easy to focus on the more tangible and blackand-white<br />
realities of flying. For example, will my<br />
airplane clear that 50-foot obstacle at the end of<br />
the runway with full fuel? Or, is my aircraft properly<br />
equipped for night flight in instrument meteorological<br />
conditions (IMC)? A few performance calculations,<br />
handbook references, and preflight checks can<br />
usually affirm a clear go, or no-go, decision.<br />
Where it can get fuzzy and gray is assessing the<br />
level of risk that you, as the pilot, bring to the equation.<br />
Instead of relying on calculations and hard<br />
numbers to measure risk, it requires a more internal<br />
assessment of your readiness to fly, as well as being<br />
honest with yourself and your abilities. It boils down<br />
to three basic questions you should ask yourself<br />
before any flight: Am I healthy? Am I legal? And am I<br />
proficient? This article will explore how to assess and<br />
address pilot risk in each of these areas.<br />
Am I Healthy?<br />
I’m a visual person. The more of something I can<br />
visualize, the better I can understand it and tuck it<br />
away in my memory banks. I’m also a firm believer<br />
in the power of acronyms and mnemonics, those<br />
memory-jogging abbreviations that are engrained in<br />
aviators’ everyday operations. While some aviation<br />
acronyms don’t always give us a good sight picture of<br />
what we’re expected to do, the “I’MSAFE” acronym<br />
is one that I believe hits the proverbial nail on the<br />
head. It offers a simple and easy-to-remember way<br />
of checking your health before every flight. Let’s<br />
break it down.<br />
Illness — Am I Sick?<br />
While the average 9-to-5er may bristle at the<br />
thought of calling in sick from a simple case of the<br />
sniffles, that same act of fortitude can prove<br />
problematic when deciding to fly. In addition to<br />
dealing with the distraction of pain and/or discomfort,<br />
even common maladies like a cold are often<br />
accompanied by a regiment of over-the-counter<br />
(OTC) medications that can wreak havoc on a pilot’s<br />
ability to stay focused and clear-headed during<br />
flight. We’ll cover more on meds next, but the bottom<br />
line here is quite simple: if you’re not well, don’t fly.<br />
Let’s say you knew in advance that your engine<br />
was only going to give you 80 percent of its best possible<br />
performance on a given day. Would you still<br />
fly? It’s the same expectation you should have for<br />
yourself — nothing less than running on all cylinders<br />
should be acceptable.<br />
12 FAA <strong>Safety</strong> Briefing January/February 2017
The regulations have something to say about<br />
this as well. Title 14 Code of Federal Regulations (14<br />
CFR) section 61.53 outlines operational prohibitions<br />
for pilots when they know, or have reason to know,<br />
of any medical condition (whether it’s a chronic<br />
disease, or a 24-hour bug) that would make them<br />
unable to meet the requirements for the medical<br />
certificate necessary for the pilot operation, or — for<br />
those not requiring medical certification — make<br />
them unable to operate an aircraft in a safe manner.<br />
Although vague in design, the rule prompts pilots<br />
to use good judgment and voluntarily ground<br />
themselves when they’re not feeling up to the task<br />
of aviating.<br />
Medication — Have I Taken Any Prescription/<br />
OTC Meds?<br />
As we noted earlier, medications can have a<br />
clear impact on a pilot’s ability to perform. While<br />
some effects are obvious, others can be deceivingly<br />
detrimental and may vary according to an individual’s<br />
tolerance level. Among the top offenders are<br />
sedating antihistamines, in particular, diphenhydramine<br />
(aka Benadryl). In addition to being an active<br />
ingredient in many cold medications, diphenhydramine<br />
is also used as an OTC sedative and is the<br />
sedating agent in most PM pain meds.<br />
Evidence of rising antihistamine use (as well<br />
as other OTC medications) was at the forefront of a<br />
2014 NTSB study, in which the percentage of pilots<br />
with potentially impairing drugs found in their<br />
system after an accident was greater than 20 percent<br />
in 2012. That was more than double the rate found<br />
at the outset of the study in 1990. The most common<br />
potentially impairing drug found in this study of<br />
nearly 6,600 aviation accidents: you guessed it,<br />
diphenhydramine.<br />
A good way to ensure the medications you use<br />
don’t impair your flying is to first check the labels.<br />
Thankfully, the U.S. Food and Drug Administration<br />
(FDA) has strict labeling standards for all OTC<br />
medications so it’s easy to make comparisons<br />
and spot any potential side effects. The FDA also<br />
has a handy, online label checker you can use too<br />
(http://labels.fda.gov/). For medications that have a<br />
warning about using caution when driving a vehicle,<br />
the FAA recommends using the “Rule of 5” — waiting<br />
at least five times the longest recommended<br />
interval between doses before flying.<br />
Labels won’t always answer all your questions<br />
so contact your Aviation Medical Examiner if you’re<br />
unsure about a particular drug or would like to know<br />
more about safer alternatives. For more information,<br />
go to http://go.usa.gov/xkMvh.<br />
Stress — Do I Have Any Job, Money, Family,<br />
or Health Issues?<br />
We may not always think about it, but we’re<br />
under some level of stress with almost everything<br />
we do — whether on the job, with family, or even<br />
during what’s supposed to be a relaxing backcountry<br />
camping trip. Stress can affect people differently, so<br />
it’s really important for you to have a way of gauging<br />
a clear head and a sound state of mind before taking<br />
that flight.<br />
A brief quarrel with your spouse, while seemingly<br />
insignificant, can easily cloud your thoughts<br />
and cause you to be distracted during flight. (Been<br />
there, done that, and learned a valuable lesson!) A<br />
more severe event, like the loss of a job, or a loved<br />
one, requires even more attention and self-examination<br />
to assess whether or not you’ve been able to<br />
properly come to terms with your situation and your<br />
emotions. It may not always be the easiest thing to<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 13
do — especially if others are counting on you to fly<br />
them somewhere — but delaying or postponing a<br />
flight due to stress is always a good call.<br />
There are several ways to help manage stress<br />
and prevent it from accumulating. For starters, try<br />
maintaining a regular exercise regime and make<br />
relaxation a priority in your daily schedule; have you<br />
actually ever tried yoga? It’s a great way to combine<br />
the two. Sharpening your time<br />
Stress can affect people differently, management skills can also help<br />
so it’s really important for you to<br />
reduce stress by meeting deadlines<br />
and keeping those honeydo<br />
lists from growing too large.<br />
have a way of gauging a clear head<br />
and a sound state of mind before<br />
Finally, an FAA study in 2000<br />
taking that flight.<br />
on the impact of stress in aviation<br />
found that the top ranked stress coping strategy<br />
among participants was a stable relationship with a<br />
partner, so don’t be afraid to bend your spouse’s ear!<br />
To learn more about how stress can affect<br />
your performance, watch this FAA video<br />
(www.faa.gov/tv/?mediaid=450) and check out the<br />
article “Stress in Flight” in the Jan/Feb 2009 issue of<br />
FAA <strong>Safety</strong> Briefing.<br />
Alcohol — Have I Had a Drink in the Last 8<br />
Hours? 24 Hours?<br />
For many, “throwing back a few” can be an effective<br />
way to relax and unwind after a tough day. But<br />
if flying is on your horizon, you’ll want to reconsider<br />
your actions. Like beer and wine, the two just don’t<br />
go together. The regulations (14 CFR section 91.17)<br />
say you may not operate an aircraft within eight<br />
hours of having consumed alcohol. Given the lingering<br />
effects alcohol can have on the human body, it’s<br />
best to pad that time and wait 24 hours before flying.<br />
And if you were really in a “celebratory mood,” keep<br />
in mind that the damaging effects of booze can last<br />
48 to 72 hours following your last drink in the form of<br />
a hangover and well after your body has eliminated<br />
all alcohol. Add in night conditions or bad weather<br />
to any of these scenarios, and the negative effects on<br />
flying can be magnified greatly.<br />
For more information, have a look at the FAA’s<br />
brochure “Alcohol and Flying — A Deadly Combination”<br />
at http://go.usa.gov/xkFJd.<br />
Fatigue — Am I Properly Rested?<br />
The impact of fatigue in the aviation industry<br />
is an all-too-common phenomenon. Although it’s<br />
rarely the singular cause of a fatal accident, the term<br />
pilot fatigue is riddled throughout NTSB probable<br />
cause reports in all segments of aviation. It’s more<br />
commonly the ugly precursor to many poor last<br />
decisions (or indecisions). As to why a simple lack<br />
of rest is not mitigated more often, some might say<br />
it’s because it can be easily remedied with coffee or<br />
an energy drink, or that it’s just something they feel<br />
is a nuisance they can power through. Both are false<br />
narratives that gravely underestimate fatigue’s disastrous<br />
potential.<br />
In order to manage fatigue, it’s important to<br />
listen to what your body is telling you. Do you feel<br />
yourself uncontrollably yawning? Are your<br />
eyes bloodshot and bleary? Are you<br />
feeling sluggish or slow to react? Keep<br />
in mind that fatigue isn’t limited to just<br />
these more obvious signs. It’s often a<br />
more insidious problem fueled by a<br />
creeping accumulation of inadequate<br />
rest (e.g., long nights at the office, a new<br />
baby in the house, etc.) Fatigue can also<br />
be caused by physical exertion. Those<br />
first few great-weather flying days we<br />
look forward to in the spring are usually<br />
accompanied by a mountain<br />
of strenuous yard work.<br />
14 FAA <strong>Safety</strong> Briefing January/February 2017
And while you may not typically be exposed to the<br />
long duty days and time zone shifts that a commercial<br />
pilot might have, you do have to deal with the<br />
stress of a single-pilot workload with no one to catch<br />
your mistakes.<br />
Regardless of what causes fatigue, the important<br />
thing to know is how it can affect your performance<br />
in the cockpit and how to prevent it in the first<br />
place. The antidote here is simple: get more sleep.<br />
You may have heard it a thousand times before, but<br />
strive for eight hours of sleep per night. Easier said<br />
than done, I know. But one thing that I find helpful<br />
in measuring the quantity and quality of sleep, is<br />
wearing a wristwatch activity tracker to bed. Many<br />
are able to provide a full report of your sleep cycles,<br />
including periods of restlessness and time awake.<br />
Arming yourself with this kind of data can go a long<br />
way to more accurately assessing your fatigue level<br />
before a flight.<br />
For more tips on combatting fatigue, see the FAA<br />
brochure at http://go.usa.gov/xkMwc.<br />
Eating — Have I Had Enough to Eat or Drink?<br />
Now, I know many versions of I’MSAFE use<br />
Emotion for “E,” but I think that is something we<br />
covered adequately under our discussion about<br />
Stress. Instead, we’ll use “E” to cover a subject more<br />
near and dear to my heart: eating. Eating healthy,<br />
well-balanced meals is the best way to achieve your<br />
body’s peak performance levels. Unfortunately, not<br />
every airport has a Joe’s Diner conveniently nearby.<br />
In fact, GA pilots can often go several hours past<br />
their normal mealtimes without eating thanks to<br />
weather delays or unexpected diversions. It’s always<br />
a good idea to pack a lunch just in case, or at the very<br />
least, a few healthy snacks that will tide you over. The<br />
same goes for hydrating. Drink whenever you get the<br />
chance. Dehydration can cause dizziness, confusion,<br />
and weakness and can seriously impair your ability<br />
to fly. I never fly without at least one bottle of water<br />
in my flight bag, and I always hit the water fountain<br />
anytime I see one.<br />
Am I Legal/Proficient?<br />
Now that we’ve reviewed some of the physical<br />
and mental hurdles an airman can face, it’s time<br />
to cover some of the legal and experiential aspects<br />
of completing a pilot risk assessment. Let’s start<br />
by addressing the fact that being legal or current<br />
is by no means an indication of being proficient<br />
when it comes to flying. The FAA sets clear standards<br />
when it comes to what’s required in your<br />
logbook before you can fly as pilot in command,<br />
within a certain time period. For a complete list<br />
of these requirements, see 14 CFR section 61.57<br />
(http://go.usa.gov/xkM7t) as well as 14 CFR section<br />
61.56 (http://go.usa.gov/xkMHp) for flight review<br />
requirements. However, just meeting these requirements<br />
alone is unlikely to make you a fully competent<br />
and proficient pilot. That takes additional effort.<br />
A good start towards fine-tuning proficiency is<br />
to use a flight review as an opportunity to go outside<br />
your comfort zone. Weak on crosswind landings?<br />
Been a while since you did a short field grass takeoff<br />
or simulated an onboard fire? Then make these<br />
priority items to work on with an instructor and/or<br />
during a flight review. A review that just substantiates<br />
all the things you already have a good grasp on<br />
is not exactly time (or money) well spent. The key to<br />
proficiency is practice. And then more practice.<br />
There’s lots of resources, and the FAA can help<br />
you become proficient. If you haven’t already signed<br />
up to be a part of the FAA <strong>Safety</strong> Team’s WINGS Pilot<br />
Proficiency Program, I highly encourage you to do<br />
so. The program is specifically<br />
designed to help pilots become<br />
more proficient by attending<br />
safety seminars, completing<br />
training courses, and performing<br />
various flight activities.<br />
Go to FAA<strong>Safety</strong>.gov for complete<br />
details.<br />
Pilot risk assessment is a very<br />
personal process and one that<br />
requires intimate awareness of<br />
your limitations. You have to be<br />
upfront with yourself mentally,<br />
physically, and experientially.<br />
It’s Personal<br />
Flying is an inherently risky business. However,<br />
learning how to identify and mitigate the potential<br />
risks that a pilot brings to a flight is a significant step<br />
towards improving your odds of a safe outcome. I<br />
hope the information presented here can give you<br />
a better understanding of what to look out for and<br />
what to question before each and every flight. It can<br />
be difficult, as assessing pilot risk is a very personal<br />
process and one that requires intimate awareness of<br />
your limitations. You have to be upfront with yourself<br />
mentally, physically, and experientially. Here, honesty<br />
is not the best policy — it’s the only policy.<br />
Tom Hoffmann is the managing editor of FAA <strong>Safety</strong> Briefing. He is a commercial<br />
pilot and holds an A&P certificate.<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 15
JENNIFER CARON<br />
Is My<br />
Aircraft<br />
RightforFlight?<br />
Photo by H. Dean Chamberlain<br />
The<br />
Importance of<br />
Preflight Prep<br />
What’s that weird noise? I think to myself as<br />
I prepare for departure. I just finished my<br />
run-up, ready for take-off, and there it is<br />
again — that deep knocking sound — three times<br />
now — “knock, knock, knock.” But I just shut this<br />
airplane down 30 minutes ago — quick stopover, I<br />
needed a break. Now I’m running late, so I skipped<br />
the preflight check completely. But I always do a<br />
full run-up on every start-up, so it should be good<br />
to go without a preflight check, right? Don’t leave<br />
anything to chance.<br />
Last year, 384 people died in 238 general aviation<br />
accidents. Powerplant system and component<br />
failure was, and is, the third most common event<br />
for fatal accidents, and maintenance errors were<br />
not to blame. Inadequate preflight preparation<br />
was cited as a contributing factor in many of<br />
these accidents.<br />
“A” in PAVE<br />
Preflight preparation of your aircraft is one of<br />
the most important steps you can take to ensure<br />
that your aircraft is fit for flight. It is a critical function<br />
of the “A” in the personal minimums PAVE<br />
checklist of Pilot, Aircraft, EnVironment, and<br />
External Pressures. It is one of the tools pilots use to<br />
assess the risk of a flight by evaluating the presence<br />
of risk factors in each of these four areas.<br />
The PAVE Checklist works like any checklist<br />
that you would use in your aircraft. You should<br />
expand the use of the PAVE to your flight planning<br />
as well, and take special consideration on each line<br />
item before your final decision to fly.<br />
To help with the “A” in PAVE, I’ve highlighted<br />
some simple steps you can take to evaluate your<br />
aircraft prior to takeoff.<br />
Step One — Is it Airworthy? To be airworthy and<br />
safe to fly, the aircraft must meet two primary<br />
conditions. First, it must conform to a type design.<br />
Second, it must be in a condition for safe flight.<br />
16 FAA <strong>Safety</strong> Briefing January/February 2017
Type Design<br />
An aircraft must conform to its type design,<br />
which includes not only its equipment but also<br />
documented compliance with all required maintenance<br />
inspections. The Type Certificate Data Sheet<br />
(TCDS) for the aircraft provides a formal description<br />
of the aircraft, engine, or propeller, along with limitations<br />
and information on items such as airspeed,<br />
weight, and performance limits.<br />
Condition for Safe Flight<br />
To be in a condition for safe flight, all required<br />
and installed equipment must be in good working<br />
condition. Any repairs and modifications must be<br />
correctly documented. Your aircraft needs an FAA<br />
Form 337 any time it has undergone a major repair<br />
or major alteration, as any changes to type design<br />
require approval through a supplemental type certificate<br />
(STC) that documents the FAA’s approval of a<br />
product (aircraft, engine, or propeller) modification.<br />
Additionally, your aircraft must meet the<br />
requirements of certain inspection cycles. You<br />
should be able to find aircraft maintenance log<br />
entries for completion of the annual or (if applicable)<br />
100-hour inspection, which includes verification<br />
of any applicable airworthiness directives and any<br />
required equipment checks, for example, the VOR<br />
and altimeter/pilot-static system, the transponder,<br />
and the emergency locator transmitter (ELT) battery<br />
strength.<br />
After maintenance, check systems thoroughly,<br />
or ask qualified maintenance personnel to help reinspect<br />
the aircraft to ensure all systems are a go.<br />
Step Two — Is it My Type? Know your experience<br />
level flying that particular aircraft type, and know<br />
your aircraft’s performance abilities and limitations.<br />
Step Three — Gas in the Tank? Know your fuel<br />
reserves. For more detail, see “Fuel Gauge Systems”<br />
in this issue of FAA <strong>Safety</strong> Briefing.<br />
Step Four — Checklist Checked? Preflight checklists<br />
are your friends — use them! It is important for you,<br />
as a safety-minded pilot, to make use of a physical<br />
preflight checklist. Never work from memory. In this<br />
way, you can ensure that you do not skip or misevaluate<br />
the items you are checking. Always exit the<br />
aircraft and move around it methodically, avoiding<br />
interruptions and distractions during your external<br />
inspection.<br />
Go one step beyond the official checklist items<br />
and develop an additional items checklist to be used<br />
in conjunction with the aircraft’s preflight checklist.<br />
Photo by Tom Hoffmann<br />
Take a look at the FAA <strong>Safety</strong> Team’s (FAASTeam)<br />
Advanced Preflight pamphlet for guidance on<br />
developing an additional<br />
items checklist to add to<br />
your preflight arsenal. It’s<br />
available on their website at<br />
http://go.usa.gov/x8CkF.<br />
Preflight preparation begins and ends<br />
on the ground, and is one of the most<br />
important steps you can take to ensure<br />
that your aircraft is fit for flight.<br />
Bring Your “A” Game<br />
Another way to check your “A”ircraft, and to<br />
proactively assess risk for a given flight, is with a<br />
Flight Risk Assessment Tool (FRAT). A FRAT helps<br />
pilots make better go/no-go decisions by asking a<br />
series of questions that generally follow the PAVE<br />
checklist. There are an abundance of FRAT options<br />
to choose from, they are simple to use and many<br />
are available as apps on your smartphone or tablet.<br />
Check out “Assessing Risk in the Palm of Your<br />
Hand” in this issue’s Angle of Attack department for<br />
more details.<br />
Remember This<br />
With safety in mind, following proper preflight<br />
procedures plays a critical role to ensure the airworthiness<br />
of your aircraft prior to takeoff. The steps you<br />
take before your aircraft leaves the ground will pay<br />
huge dividends towards your piece of mind while<br />
in the air.<br />
And that weird knocking sound we heard earlier?<br />
Well, that was just your aircraft reminding you<br />
to do a thorough preflight check. Fly safe!<br />
Jennifer Caron is an assistant editor for FAA <strong>Safety</strong> Briefing. She is a certified<br />
technical writer-editor, and is currently pursuing a Sport Pilot Certificate.<br />
Learn More<br />
FAA <strong>Safety</strong> Briefing Mar/Apr 2012, “Advanced Preflight,<br />
Take Your Preflight Inspection to the Next Level”<br />
http://go.usa.gov/x8CAK<br />
Advanced Preflight after Maintenance Flyer<br />
http://go.usa.gov/x8CAJ<br />
Link to FAASTeam <strong>Safety</strong> Materials<br />
http://go.usa.gov/x8CsZ<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 17
BRING THE<br />
HEAT<br />
How to Avoid Induction Icing<br />
Photo by Angelo DeSantis<br />
DR. DAV E SWA RTZ<br />
In addition to long nights, cold temperatures and<br />
high energy bills, winter also brings with it a more<br />
insidious foe specific to aviators; induction icing.<br />
As air temperatures drop, high relative humidity<br />
occurs more frequently, especially around bodies of<br />
water creating prime conditions for carburetor (carb)<br />
or fuel induction system ice.<br />
Revelations of Recent Wrecks<br />
The Alaska Office of the National Transportation<br />
<strong>Safety</strong> Board (NTSB) determined that induction ice<br />
likely caused four accidents in Alaska last year.<br />
The common thread in all four accidents was a<br />
failure to use carb heat when appropriate. Their mistakes<br />
should serve as important lessons for all of us,<br />
so let’s have a closer look at what carb icing is, how it<br />
forms, and how to prevent it.<br />
Induction Ice, ID-ed<br />
Carb icing can happen to any carburetor under<br />
the right atmospheric conditions. When there is<br />
humid air, water vapor in the venturi can freeze and<br />
collect on the throat of the carburetor and throttle<br />
plate, blocking airflow to the engine. In the case of<br />
fuel injection systems, the impact tubes can ice up,<br />
resulting in either an incorrect fuel air mixture or no<br />
fuel at all.<br />
Conditions Conducive to Carb Ice<br />
Most airplanes do not have a relative humidity<br />
indicator, which is very important for knowing if you<br />
are likely to get carb ice, and at what power setting.<br />
So how does a pilot, without an on-board meteorologist,<br />
know when they are in these conditions?<br />
The first step is understanding when carb icing<br />
conditions are likely to occur, and then being vigilant<br />
in using induction heat when they do occur. Take<br />
a moment to study the chart on the next page. The<br />
data is from a NASA study of carb ice accidents back<br />
An example of carburetor icing from a real incident that<br />
affected power significantly.<br />
in the 1980s. Note that the temperature and humidity<br />
range covers a lot of the kinds of conditions we fly in<br />
throughout a good part of the year.<br />
The worst conditions for carburetor ice are also<br />
the wettest, where the temperature and dew point<br />
are equal at 100-percent relative humidity (RH).<br />
Now, think about where we fly when we have a cloud<br />
ceiling. As VFR pilots, we tend to fly as high as we<br />
can without going into the clouds or busting minimums.<br />
In a stable atmosphere, the RH climbs with<br />
altitude until you hit the cloud base where it is, by<br />
definition, saturated (i.e., 100-percent RH).<br />
Carb Heat Systems<br />
The primary way to avoid having engine problems<br />
due to induction icing is to use carb heat. In<br />
most airplanes, when you pull the carb heat knob,<br />
a flapper door opens and the engine pulls warm air<br />
through a heat exchanger (also called the carb heat<br />
muff) that surrounds your exhaust system. The standard<br />
that has served us well for testing a new carb<br />
Photo by Dennis Gerstung<br />
18 FAA <strong>Safety</strong> Briefing January/February 2017
Chart courtesy of AOPA<br />
heat system is a 90 F heat rise, at 75-percent power,<br />
at 30 F outside air temperature.<br />
This heat rise test is done fairly frequently as<br />
part of the new Supplemental Type Certificates for<br />
exhaust systems, and often fails because the system<br />
hasn’t been well maintained. Typically when we<br />
dig into the causes, a leak in the air box is revealed,<br />
which allows cold ram air coming through the air<br />
filter to leak around the flapper valve, diluting the<br />
hot air and thereby cooling down the heated air from<br />
the carb heat muff.<br />
Some airplanes have an automatic springloaded<br />
door that opens by engine suction in the<br />
event that the air filter becomes plugged. When you<br />
are flying through snow, it’s common for the air filter<br />
to become plugged with impact snow (especially<br />
wet snow). The condition of the door is important<br />
because if it doesn’t open, the engine will quit (this<br />
happened to me personally in the clouds over the<br />
Cascade mountain range). When the door opens,<br />
you’ll notice a slight power loss due to the intake air<br />
being warmer and sheltered inside the cowling. It’s<br />
possible the door can stick, so it’s a good thing to<br />
check it periodically, especially at annual to make<br />
sure it opens properly.<br />
Bring the Heat!<br />
Far more issues arise from not using carb heat,<br />
especially on descent at lower power settings, than<br />
using it too often. Using carb heat doesn’t hurt<br />
the engine, except in truly rare conditions. The<br />
only exception might be in extremely dusty conditions<br />
with severe visibility restrictions, or if you get<br />
caught flying through volcanic ash where the air<br />
filter is very important and is bypassed by most carb<br />
heat systems.<br />
If you are pulling your carb heat knob and not<br />
seeing a significant rpm drop, the system could be<br />
leaking, or your cable could be broken. Leaky air<br />
boxes are remarkably common. One frequently<br />
asked question is, “how much drop should I expect?”<br />
The manual is the best place to start for answers, and<br />
many say to expect a drop between 75 and 150 rpm.<br />
If I was getting less than 75, I would probably have a<br />
chat with my mechanic.<br />
If you are burning auto fuel, some research has<br />
caused Transport Canada to advise extra caution<br />
regarding picking up carb ice. It appears that aircraft<br />
burning auto fuel may be more susceptible to carb<br />
ice than aircraft burning 100LL, due to increased<br />
evaporative cooling caused by the higher vapor pressure<br />
in auto gas.<br />
Set your power deliberately at a specific rpm or<br />
manifold pressure and keep those gauges as part<br />
of your scan. It also helps if you choose a specific<br />
altitude for cruising, so you can tell if an rpm drop is<br />
due to ice or because you are climbing.<br />
If you wait to pull carb heat until the engine has<br />
actually quit, it will be too late for the heat exchanger<br />
to melt the ice. That means the likelihood of getting<br />
power back is pretty low if you don’t catch the ice<br />
buildup early. Sometimes descending to a lower altitude<br />
where the air is warmer works, but terrain has<br />
to allow for that. The bottom line is if you think you<br />
might be getting ice, pull carb heat, watch for an rpm<br />
drop, which is followed by a rise. The engine might<br />
run rough for a little bit.<br />
If you are in the temperature and humidity<br />
envelope in the chart, you are in induction icing<br />
conditions, even if it isn’t raining or snowing. That<br />
means you should suspect carb ice, and take the<br />
steps necessary to prevent an engine failure. Based<br />
on accident reports and information from pilots and<br />
flight instructors alike, there may be a lack of knowledge<br />
about how prevalent icing conditions are. As<br />
a result, pilots aren’t using carb heat downwind in<br />
some airplanes when power is reduced, even when<br />
they are in the blue area of the chart.<br />
Some pilots suggest that applying carb heat<br />
at low power on approach may impact the power<br />
needed for a go around, especially on off-field landings.<br />
Based on the accidents and the science, however,<br />
the bigger risk is not having ANY power due to<br />
carb ice on the go around. You get 95-percent of the<br />
power with the heat on anyway, and it only takes a<br />
second to push the heat closed.<br />
Dave Swartz is the Senior Engineer at the Anchorage Aircraft Certification<br />
office and an active general aviation pilot and airplane owner.<br />
Learn More<br />
NTSB <strong>Safety</strong> Alert on Carb Ice<br />
http://go.usa.gov/x8Ce4<br />
FAA Special Airworthiness Information Bulletin on<br />
Carburetor ice SAIB CE-09-35<br />
http://go.usa.gov/x8CMh<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 19
JAMES WILLIAMS<br />
(Not<br />
So)<br />
Mitigating Risk in the Flight Operating Environment<br />
Photo by H. Dean Chamberlain<br />
The enVironment portion of the PAVE (Pilot,<br />
Aircraft, enVironment, External Pressures) risk<br />
assessment checklist addresses one of the pilot’s<br />
most critical risk assessment and decision making<br />
responsibilities. It’s a huge area, because it includes<br />
so many permutations and combinations.<br />
The most obvious risk element is weather, a<br />
powerful and often fickle factor in the equation for<br />
assessing environmental risk for flight. But wait —<br />
there’s more. Other environmental factors include<br />
terrain, obstacles, lighting, airspace, airports, traffic<br />
and probably more. On its own, each factor has an<br />
impact on flight, but it is also essential to assess their<br />
combined impact. It’s a daunting, but very necessary,<br />
task. Let’s take a look at how to do it.<br />
The Whither and Whether of Weather<br />
Nowhere is our human difficulty in dealing with<br />
probabilities on better display than when it comes<br />
to understanding and assessing weather. By its very<br />
nature, weather forecasting is all about probabilities.<br />
What will happen where, and with what certainty?<br />
FAA <strong>Safety</strong> Briefing Editor Susan Parson<br />
addresses the application of this topic to GA flying in<br />
detail in a previous issue that is well worth your time<br />
(“The Whither and Whether of Flying in Weather,”<br />
July/August 2010 at http://go.usa.gov/x8T9M).<br />
Parson presents the framework developed by Robert<br />
Buck in Weather Flying. To recap, Buck lists three<br />
ways in which weather affects an aviator:<br />
1. Weather can create wind.<br />
2. Weather can reduce ceiling and visibility.<br />
3. Weather can affect the aircraft performance.<br />
Parson recommends evaluating each of these<br />
factors in terms of both the pilot and the aircraft to<br />
be flown. The specific pilot-airplane combination<br />
is a team that, like any team, is only as strong as the<br />
weakest link. When it comes to weather flying, even<br />
the best-equipped airplane cannot make up for a<br />
pilot with deficient knowledge or skill, and even the<br />
world’s best pilot cannot overcome the performance<br />
limitations of a given airplane.<br />
20 FAA <strong>Safety</strong> Briefing January/February 2017
Making the evaluation that Parson suggests<br />
starts with getting solid weather information. To<br />
get tips on that critical process, I contacted Monica<br />
Bradford, the Flight Service <strong>Safety</strong> and Operations<br />
Manager of the FAA’s Flight Service Directorate. This<br />
office manages the contract with Leidos (formerly<br />
known as Lockheed Martin).<br />
The world has changed since the days when<br />
a telephone call to Flight Service was your only<br />
option for a weather briefing. You can now visit a<br />
number of government and commercial websites<br />
to get a briefing. “Our data shows pilots primarily<br />
use web-based tools to obtain flight services, with<br />
95-percent of FAA-provided preflight briefings done<br />
via web services,” Bradford explained. “Regardless<br />
of what website they use, pilots should verify<br />
the weather sources. It is helpful to ensure that the<br />
website logs briefing activity and that it can provide<br />
an alert when the data is no longer valid. Pilots are<br />
not required to use FAA-contracted websites, but<br />
www.1800wxbrief.com and www.duats.com both<br />
have FAA oversight.” She also urges pilots to take<br />
advantage of the expertise Flight Service can offer:<br />
“If you are unsure about things you see online, contact<br />
a Flight Service specialist.”<br />
More Than Just a Map<br />
The terrain, or lack thereof in the case of water,<br />
is more than just a pretty scene to enjoy from aloft. It<br />
may or may not impact your thinking and planning.<br />
Is the terrain rough or flat? Is it wooded or open? Is<br />
it densely populated or uninhabited? All of these<br />
things play a role in safely traversing the environment<br />
of your flight. They also potentially impact<br />
factors in other areas of the PAVE checklist, like<br />
equipment or pilot skills. These impacts may be regulatory<br />
in nature, like supplemental oxygen requirements<br />
to get over high terrain. Or they may be more<br />
practical, like ensuring that you have survival gear<br />
when flying over desolate areas or floatation<br />
gear when crossing large bodies of water.<br />
Terrain can also put your piloting skills to the<br />
test. Mountain and bush flying are skills generally<br />
not taught at most flight schools. Along the east<br />
coast, mountains can generally be avoided by simply<br />
flying over them — not a problem<br />
for most GA aircraft. The western<br />
part of the country, though, even the best-equipped airplane<br />
When it comes to weather flying,<br />
boasts peaks that are beyond<br />
cannot make up for a pilot with<br />
the operating capability of most<br />
deficient knowledge or skill,<br />
GA aircraft.<br />
and even the world’s best pilot<br />
Clearly, these factors create<br />
additional risk if you don’t have<br />
cannot overcome the performance<br />
the appropriate training or experience,<br />
not to mention currency and proficiency.<br />
limitations of a given airplane.<br />
Obstacles are another potential hazard in the<br />
flight environment. Most of us have seen thickets<br />
of “airplane stickers,” aka antennas and cell phone<br />
towers which can appear anywhere — including<br />
near airports. When flying in an unfamiliar airport<br />
environment, be sure to study a current chart to note<br />
the location of these obstacles.<br />
The Regulatory Rainbow<br />
Another aspect of the GA operating environment<br />
is airspace and ATC. Here in the nation’s capital, we<br />
have a rainbow of restricted and controlled airspace.<br />
Between Mode C, Class B, Restricted, and Prohibited<br />
airspace combined with a Special Flight Rules Area<br />
(SFRA) and Flight Restricted Zone (FRZ), flying<br />
in the nation’s capital may have you thinking our<br />
Terminal Area Chart (TAC) is something out of an<br />
Onion story.<br />
Another example of complex airspace<br />
is the area surrounding<br />
New York City.<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 21
New York’s collection of very busy airports, both GA<br />
and air carrier, means that the controllers in center<br />
and approach control need to work and talk very<br />
quickly. This reality can present a problem for pilots<br />
who are less comfortable with the pace of operations.<br />
We provided some tips to help with this in<br />
“Don’t Cower from the Tower,” in our Jan/Feb 2012<br />
issue available at http://go.usa.gov/x8q8K.<br />
Remember that airspace “gotcha” factors can<br />
exist anywhere, or appear in the form of temporary<br />
flight restrictions (TFRs).<br />
Once on the ground, more risk management<br />
opportunities appear at unfamiliar airports, especially<br />
“big airline” facilities with multiple runways<br />
and taxiways.<br />
Careful study reveals that it is all quite manageable<br />
but, again, risk management and decision<br />
making require that you do your homework.<br />
Mitigating Factors<br />
When it comes to environmental risk mitigation<br />
strategies, preparation is key. A great place to start<br />
is with educating yourself at FAA<strong>Safety</strong>.gov. You can<br />
find online courses on a variety of topics from airspace<br />
to weather. You can also search for local seminars<br />
or webinars. In the case of the Washington, D.C.<br />
area, you can also find the required training course<br />
for the SFRA.<br />
There’s another way the FAA <strong>Safety</strong> Team (FAAS-<br />
Team) can help you. The FAASTeam is made up of<br />
volunteers and FAA employees across the country,<br />
all dedicated to helping improve GA safety. You can<br />
tap into the network of local experts through the<br />
FAASTeam directory on FAA<strong>Safety</strong>.gov. This directory<br />
allows you to search for FAASTeam leaders in<br />
your area or in future destinations. The FAASTeam<br />
Program Manager (FPM) for a certain area is usually<br />
your best point of contact. Be aware that there are<br />
FPMs for both Operations (pilots) and Airworthiness<br />
(aviation maintenance technicians). These FAA<br />
employees can help with advice or direct you to<br />
resources that will be helpful.<br />
I got firsthand experience of this valuable local<br />
knowledge when I contacted FPM Mike Yorke of<br />
Anchorage. “One of the things most visiting pilots<br />
don’t know about is the Alaska Weather Camera<br />
program,” explains Yorke. “The cameras allow pilots<br />
and briefers to get a first-hand look at exactly what<br />
the weather is doing at many airports and mountain<br />
passes. It’s a really great resource and I’m always surprised<br />
how many pilots aren’t aware of it,”<br />
Another thing you can do to assess, manage, and<br />
mitigate risk in the flight environment is to develop<br />
personal minimums. For a short primer on this<br />
topic, check out “Your <strong>Safety</strong> Reserve” in the March/<br />
April 2015 issue (http://go.usa.gov/x8T9d) of FAA<br />
<strong>Safety</strong> Briefing or, for still more detail, “Getting the<br />
Maximum from Personal Minimums” in the May/<br />
June 2006 issue (http://go.usa.gov/x8T97).<br />
Another environmental risk assessment aid is<br />
coming soon. Be on the lookout for the FAASTeam’s<br />
forthcoming Flight Risk Assessment Tool (FRAT).<br />
It’s a big world out there — and GA is a great way<br />
to explore it. Just be sure that you carefully evaluate<br />
the flight operating environment before you launch<br />
into the wild blue yonder.<br />
James Williams is FAA <strong>Safety</strong> Briefing’s associate editor and photo editor.<br />
He is also a pilot and ground instructor.<br />
Learn More<br />
FAASTeam FRAT<br />
http://go.usa.gov/x8mcH<br />
Weather Briefings<br />
www.1800wxbrief.com<br />
www.duats.com<br />
Photo by James Williams<br />
The condition of your runway, whatever it is made of, is an important factor.<br />
22 FAA <strong>Safety</strong> Briefing January/February 2017
Photo by Paul Cianciolo<br />
PAUL CIANCIOLO<br />
Are We There Yet?<br />
Exploring External Pressures<br />
If you won’t put up with a backseat driver, then why<br />
would you be influenced by a backseat flyer? The<br />
external or social pressures associated with completing<br />
a flight have been associated with a number<br />
of general aviation (GA) accidents. There is almost<br />
always pressure on the pilot to launch, and pressure<br />
to continue. Even the drive to the airport itself can<br />
create pressure to avoid wasted time.<br />
The “E” in PAVE<br />
When you fly with non-pilot passengers, prepare<br />
yourself; they may not say it, but they are thinking it.<br />
Are we there yet? Are we there yet? Are we there yet?<br />
If you just rolled your eyes at those words, you were<br />
affected by the “E” in PAVE (the risk assessment<br />
checklist of Pilot, Aircraft, EnVironment, External<br />
Pressures). The “E” here is the external pressure of<br />
“get-there-itis” — or “get-home-itis” depending on<br />
the destination.<br />
“Simply put, get-there-itis is a pilot killer!”<br />
observes Allan Kash, an aviation safety inspector<br />
(ASI) in the FAA’s General Aviation and Commercial<br />
Division. “It’s a classic behavioral trap, which is an<br />
accident-inducing, operational pitfall a pilot may<br />
encounter as a result of poor decision making.” (For<br />
more about this topic, check out “Get-Home-Itis” in<br />
the March/April 2013 issue of this magazine.)<br />
Get-there-itis is often a result of the influence<br />
of your passengers. They tend not to understand the<br />
intricacies of GA flying.<br />
“The biggest external pressures that I’ve experienced<br />
are non-pilot passengers,” notes Kevin Clover,<br />
an ASI and FAA’s national FAA <strong>Safety</strong> Team (FAAS-<br />
Team) operations lead. “Their general expectation<br />
is that an airplane ride is going to go like a car ride.<br />
They can become irritated and even bored by all the<br />
things that have to be done or considered to get the<br />
airplane in the air.”<br />
What else is one to do without cell service or<br />
WiFi, right? Some people cannot handle the pressure<br />
of being away from their Internet connection, so that<br />
pressure can migrate to the pilot while in the air. This<br />
doesn’t just apply to kids or spouses either. Those<br />
high-powered business types used to making decisions<br />
and taking risks can create a pressure on the<br />
pilot to complete the flight.<br />
“When you tell them there is a safety issue,<br />
they still want to make the decision to go,” explains<br />
Clover, who is a former part 135 charter pilot. “They<br />
can’t seem to separate making a business decision<br />
that involves the loss of money to that of a flight decision<br />
that could involve the loss of life.”<br />
You’re the pilot-in-command, so the responsibility<br />
of a safe flight rests with you, not your passengers.<br />
Motivation to meet a set schedule not under<br />
the pilot’s control will cause pressure on the pilot,<br />
even if flying solo. Significant family events like<br />
family reunions, weddings, funerals, graduations,<br />
athletic events, connecting travel arrangements, and<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 23
Photo by BJ "Honkey" Lange<br />
Photo courtesy of Civil Air Patrol<br />
Newly certificated pilot BJ Lange (right) prepares his non-pilot passenger and<br />
comical colleague Rocco Marrocco on flight expectations starting with this<br />
preflight selfie. Non-pilot passengers are a major external pressure that can<br />
affect a pilot’s decision making if not adequately handled in advance.<br />
Lt. Col. J. Jerusha McLeod takes aerial photos of flood damage from the<br />
backseat of a Civil Air Patrol Cessna 182 soon after Hurricane Sandy devastated<br />
the New Jersey coast in 2012. Getting these photos to FEMA without delay puts<br />
an external pressure on the pilot to complete the mission, which is a risk that<br />
must be managed to ensure a safe flight.<br />
vacations can cause the perfect internal storm that<br />
pushes you out of your comfort zone.<br />
“In this scenario, pilots can be compelled to take<br />
unnecessary flight risks when making the go, no-go,<br />
decision for that particular flight,” states Marcel<br />
Bernard, an ASI and FAA’s aviation training device<br />
national program manager. “An example would be<br />
departing on a flight in marginal, or forecast marginal<br />
weather conditions when they would otherwise<br />
not go.” Bernard has personally experienced pressure<br />
from his family (passengers) to get home that<br />
day. “I resisted and found a hotel room for the night.<br />
Making the no-go decision was the right thing to do.”<br />
Mission Mentality<br />
Family is easier to say “it’s a no-go” to because<br />
it’s not your job to get to the destination. Your clear<br />
job is to keep your family safe. However, helicopter<br />
emergency medical service (HEMS) pilots have a<br />
unique external pressure due to the critical nature of<br />
their overall mission. The pilot is driven by the goal<br />
— to get a critically ill patient to the hospital. In order<br />
to reduce the effect of this pressure, HEMS operators<br />
do not notify the pilot of the patient’s condition.<br />
This narrows the pilot’s decision making role to one<br />
question: “Can the pickup and transportation to the<br />
medical care center be made safely?” Risking the life<br />
of the entire HEMS aircrew in an attempt to save one<br />
life is not a safe practice.<br />
If you have made the technology leap and are<br />
using a new skysharing app to legally rideshare in the<br />
skies, you have another external pressure to think<br />
about. The goal here is to complete the flight to make<br />
money, which is why a commercial pilot certificate is<br />
required. It provides an added level of safety to counter<br />
external pressures among other things. (For more<br />
about this topic, check out “Why Can’t I Uber My<br />
Airplane?” in the November/December 2016 issue of<br />
this magazine.)<br />
Flying for nonprofits can also influence your<br />
risk-based decision making. Flying to save a dog,<br />
transport a veteran, or search for a missing person<br />
puts the pilot in a mission-first mentality. Civil Air<br />
Patrol (CAP) has recognized this risk to pilots, which<br />
is why the organization requires the completion of<br />
an “Operational Risk Management Matrix” worksheet<br />
before every mission flight. This paper-based<br />
flight risk analysis tool, or FRAT worksheet, assigns<br />
a point value for each hazard that corresponds to<br />
its risk factor. A low risk flight has a worksheet total<br />
of 75 points or less. As the risk value increases, the<br />
flight can be released only by a higher-level officer in<br />
the chain-of-command, which is a valuable control<br />
to prevent accidents.<br />
The CAP worksheet doesn’t strictly follow the<br />
PAVE checklist — the external pressures are the Mission<br />
broken down into two hazards.<br />
1. Operations Tempo: The more aircraft involved,<br />
the greater the chance for collision.<br />
2. Search Complexity: High workload caused by<br />
unfamiliar tasks can add to distractions.<br />
More than four aircraft in the search area is considered<br />
high risk with a 20 point value. The combination<br />
of complex tasks for the aircrew to perform and<br />
the use of technology not routinely used by the aircrew<br />
are considered high risk with a 20 point value.<br />
24 FAA <strong>Safety</strong> Briefing January/February 2017
If everything else on the worksheet is low risk and<br />
these two high risk items are at 40 points, the flight is<br />
still within the low risk threshold of 75 points.<br />
Photo by Paul Cianciolo<br />
Pressure Popping Principles<br />
Now that you understand what can cause<br />
external pressures and influence a pilot’s decision<br />
making skills, let’s look at how to mitigate those<br />
risks. The use of personal standard operating procedures<br />
(SOPs) is a way to manage it whereas a FRAT<br />
worksheet helps you make the go, no-go decision.<br />
According to the FAA’s Risk Management Handbook<br />
(http://1.usa.gov/18ioRba), the goal with an SOP is<br />
to supply a release for the external pressures with<br />
procedures that can include, but are not limited to:<br />
• Allow time on a trip for an extra fuel stop or<br />
to make an unexpected landing because of<br />
weather.<br />
• Have alternate plans for a late arrival or make<br />
backup airline reservations for the must-bethere<br />
trips.<br />
• For really important trips, plan to leave early<br />
enough so that there would still be time to<br />
drive to the destination.<br />
• Advise those who are waiting at the<br />
destination that the arrival may be delayed.<br />
Know how to notify them when delays are<br />
encountered.<br />
• Manage passenger expectations. Ensure<br />
passengers know that they might not arrive on<br />
a firm schedule, and if they must arrive by a<br />
certain time, they should make alternate plans.<br />
• Eliminate pressure to return home, even on a<br />
casual day flight, by carrying a small overnight<br />
kit containing prescriptions, contact lens<br />
solutions, toiletries, or other necessities on<br />
every flight.<br />
The key to managing external pressure is to be<br />
ready to accept delays. As Bernard puts it: “What<br />
good is it if you die trying to get there?” Clover notes<br />
that the “key is to reset your passengers’ expectations<br />
early.” Let them know it will take some time to<br />
get the preflight done. Let them know that you may<br />
not get to your intended destination today if the<br />
weather changes.<br />
“I mitigate the pressure from my family and<br />
friends through education,” explains Bernard. “I<br />
explain the limitations of flights accomplished in GA<br />
aircraft in advance. — I’m not the airlines, and the<br />
aircraft I fly have significant limitations compared<br />
to the major air carriers using turbojet aircraft. — By<br />
educating potential passengers, in advance, much of<br />
the pressure disappears.”<br />
Remember this: management of external pressure<br />
is the single most important key to risk management,<br />
because it is the one risk factor that can cause<br />
a pilot to ignore all others. It places time-related<br />
pressure on the pilot and figures into a majority of<br />
loss of control accidents, especially on base to final.<br />
So manage your “E” before you take off.<br />
Paul Cianciolo is an assistant editor and the social media lead for FAA<br />
<strong>Safety</strong> Briefing. He is a U.S. Air Force veteran, and a rated aircrew member<br />
and public affairs officer with Civil Air Patrol.<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 25
Checklist<br />
SUSAN PARSON<br />
Info Sharing<br />
One of the things my boss likes to say in<br />
speeches is that no matter how competitive the commercial<br />
aviation industry is, we are all on the same<br />
team when it comes to safety. That idea is certainly<br />
one of the foundational principles for Aviation <strong>Safety</strong><br />
InfoShare, a semiannual meeting of over 500 air carrier,<br />
government, and manufacturing safety professionals<br />
in a protected environment that facilitates<br />
sharing of safety issues and best practices.<br />
InfoShare is also connected to the Aviation<br />
<strong>Safety</strong> Information Analysis and Sharing (ASIAS)<br />
program, which now has access to 185 data sources<br />
that include voluntarily-provided safety data. ASIAS<br />
partners with the Commercial Aviation <strong>Safety</strong> Team<br />
(CAST) and General Aviation Joint Steering Committee<br />
(GAJSC) to monitor known risk, evaluate the<br />
effectiveness of deployed mitigations, and detect<br />
emerging hazards.<br />
Flight Data Monitoring<br />
To get the benefits of data, though, the first<br />
requirement is to get data — a more challenging<br />
concept in the GA world. As you may have read in<br />
the Jan/Feb 2016 Compliance Philosophy-focused<br />
issue of FAA <strong>Safety</strong> Briefing magazine (see Tom Hoffmann’s<br />
“In Data We Trust”), the FAA partnered with<br />
industry last year on a Flight Data Monitoring (FDM)<br />
demonstration project for the GA community. The<br />
GA Demonstration Project Team included members<br />
of government, industry, academia, and the GA<br />
community, and the work was conducted in the<br />
Phoenix area given Arizona’s diversity in landscape<br />
and its mix of commercial, corporate, and private<br />
flight operations. The idea was to ask volunteers to<br />
upload de-identified data from their flights, while<br />
giving participating pilots the ability to reanimate<br />
recorded flight track data for post-flight review.<br />
As a next step, the GA Demonstration Project<br />
Team seeks to increase GA participation in the FDM<br />
program by creating a public education campaign<br />
on the safety benefits, assessing the GA community’s<br />
perception and understanding of FDM, and determining<br />
the incentives required to generate a meaningful<br />
level of GA participation in a national FDM<br />
program. As the GAJSC web page notes, the hope<br />
is to develop voluntary GA FDM programs similar<br />
to the airline industry’s Flight Operations Quality<br />
Assurance (FOQA).<br />
Another idea is to hold an InfoShare-like conference<br />
for GA, so as to facilitate communication of<br />
best practices. Stay tuned.<br />
What You Can Do<br />
One of the most important things you can do to<br />
further the safety benefits of information sharing is<br />
to contribute to the Aviation <strong>Safety</strong> Reporting System<br />
(ASRS). Colloquially known as “NASA forms” since<br />
NASA administers the system on behalf of the FAA,<br />
this program collects voluntarily submitted aviation<br />
safety incident/situation reports from pilots, controllers,<br />
and others. The ASRS database is a public<br />
repository serving the needs of the FAA, NASA, and<br />
organizations world-wide which are engaged in<br />
research and the promotion of safe flight. Using this<br />
information, ASRS identifies system deficiencies and<br />
issues alerting messages to persons in a position to<br />
correct them.<br />
Too many pilots think of ASRS only in terms of<br />
its sanctions relief benefit in the event of an enforcement<br />
action. While this benefit provides a strong<br />
incentive to contribute to the system, the point of<br />
ASRS is to contribute to a safety culture by collecting,<br />
analyzing, and sharing information on issues<br />
and events affecting safety. You can, and you should,<br />
submit a report to ASRS anytime you observe or<br />
experience a safety issue in the National Airspace<br />
System. Online submission makes the ASRS system<br />
easier than ever to use, and speaking up when you<br />
see a safety concern is definitely part of good aviation<br />
citizenship.<br />
ASRS also educates through its CallBack newsletter,<br />
its Directline journal, and through research<br />
studies. To benefit from the extensive shared safety<br />
information, you can subscribe to an electronic version<br />
of CallBack at no charge.<br />
So please, do your part for the aviation safety<br />
team by both contributing to, and benefiting from,<br />
this valuable data.<br />
Learn More<br />
Aviation <strong>Safety</strong> Reporting System<br />
http://asrs.arc.nasa.gov<br />
FAA <strong>Safety</strong> Enhancement Fact Sheet on FDM<br />
http://go.usa.gov/x8mxT<br />
FAA Fact Sheet on ASIAS Program<br />
http://go.usa.gov/x8mxZ<br />
26 FAA <strong>Safety</strong> Briefing January/February 2017
Nuts, Bolts, and Electrons<br />
JENNIFER CARON<br />
Assessing Mechanical Risks: An Aircraft with Inop Items<br />
If you are an aviation maintenance technician<br />
(AMT), can you return to service an aircraft that has<br />
inoperative items? The quick answer is yes — and<br />
MEL will explain why.<br />
What is a MEL?<br />
If you’re the typical AMT, you are very familiar<br />
with MEL. MEL is the Minimum Equipment List<br />
for an individual operator’s inoperative items, nonessential<br />
for safe flight. It derives from the Master<br />
MEL, and is specific for a particular make and model<br />
aircraft by serial and registration number. MEL lists<br />
all the equipment on an aircraft type that can be<br />
inoperative at the time of flight, and is the regulatory<br />
authorization that permits operation of the aircraft<br />
with certain inoperative equipment.<br />
The anatomy of MEL is found in Title 14 of<br />
the Code of Federal Regulations (14 CFR) part 91,<br />
wherein the FAA considers the MEL as a supplement<br />
to the aircraft’s type design. This supplement,<br />
called a Supplemental Type Certificate (STC), is the<br />
approved modification to the aircraft’s existing type<br />
certificate by which an aircraft is considered airworthy.<br />
It is a major change in type design not great<br />
enough to require a new application for a type certificate.<br />
An example of this would be the installation<br />
of a powerplant different from what was included in<br />
the original type certificate.<br />
Under part 91, the FAA considers the MEL as an<br />
STC. Therefore, under an approved MEL, the aircraft<br />
may be operated under all applicable conditions and<br />
limitations contained in the MEL.<br />
Bottom line: a mechanic can return to service<br />
an aircraft with inoperative items under an<br />
approved MEL.<br />
Can I Fly?<br />
And it’s the owner/operator, not the mechanic,<br />
who is responsible for determining the aircraft’s<br />
maintenance status. However, this in no way reduces<br />
the responsibility of certificated mechanics or repair<br />
stations for maintenance functions or tasks they perform<br />
or supervise. Especially when it comes to any<br />
additional or repetitive maintenance that is required<br />
under the MEL.<br />
And although the pilot in command is ultimately<br />
responsible for determining the condition<br />
of the plane as safe for flight, the AMT shares<br />
in that responsibility and makes decisions and<br />
choices about maintenance, as does the pilot on go/<br />
no-go scenarios.<br />
Ultimately<br />
The satisfactory accomplishment of all maintenance<br />
procedures, regardless of who performs them,<br />
is the responsibility of the owner/operator. But all in<br />
all, the AMT is the central figure in aviation maintenance,<br />
and along with the owner/operator, plays an<br />
equally important role in aviation safety.<br />
Learn More<br />
Advisory Circular (AC) 91-67, Minimum Equipment<br />
Requirements for GA Operations<br />
http://go.usa.gov/x89tk<br />
See the Master Minimum Equipment List by<br />
Manufacturer here:<br />
http://go.usa.gov/x8mxR<br />
Photo by Tom Hoffmann<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 27
Look<br />
LIVES Listen<br />
ARE AT<br />
FOCUS<br />
STAKE!<br />
IT CAN HAPPEN TO YOU:<br />
You may accidently takeoff without a clearance<br />
by confusing an ATC instruction such as “Call when ready for departure” or<br />
“Roger” to mean “Cleared for takeoff.”<br />
THE FIX: Write down ATC clearances or make a mental note to only act on<br />
a departure when you hear “Cleared for takeoff.”<br />
28 FAA <strong>Safety</strong> Briefing January/February 2017<br />
For additional runway safety education, take the AOPA Air <strong>Safety</strong> Institute’s<br />
Runway <strong>Safety</strong> online course at www.airsafetyinstitute.org/runwaysafety.
Angle of Attack<br />
TOM HOFFMANN<br />
Assessing Risk in the Palm of Your Hand<br />
One of the most effective ways for a pilot to proactively<br />
assess risk for a given flight is with a Flight<br />
Risk Assessment Tool, or FRAT. They’re simple to<br />
use and many are available as apps on your smartphone<br />
or tablet.<br />
How It Works<br />
Although designs can vary, FRATs generally ask<br />
a series of questions that help identify and quantify<br />
risk for a flight. The FAA <strong>Safety</strong> Team’s current FRAT<br />
tool (an automated spreadsheet available at go.usa.<br />
gov/xkhJK) follows the PAVE checklist, covering<br />
questions on the Pilot, Aircraft, enViroment, and<br />
External Pressures. For example, you may be asked<br />
how much rest you’ve had, how much time you’ve<br />
had in the aircraft, and what the weather conditions<br />
are for your destination. Based on the answers you<br />
supply, a total risk score is calculated. The score will<br />
fall within one of three risk categories: Green (low),<br />
yellow (medium), and red (high).<br />
With a clear in-the-green score, you might be<br />
tempted to blast off with unabated zeal. Not so fast.<br />
A FRAT is not meant to make your go/no-go decision<br />
for you. It is merely a tool to help you plan your flight<br />
and think through a more complete range of hazards<br />
and risks. When using a FRAT, it’s a good idea to<br />
create numerical thresholds that trigger additional<br />
levels of scrutiny prior to a go/no-go decision for the<br />
flight. For example, a score that’s on the high end of<br />
the green scale may still warrant further analysis. The<br />
pilot should discuss what the highest scoring risks<br />
are and attempt to mitigate those risks.<br />
If your score falls in the yellow, try to mitigate<br />
some of the higher scoring items. That might entail<br />
waiting for the weather to improve or switching to an<br />
aircraft you have more experience with. If the score<br />
is still in the yellow, bring in the opinion of a designated<br />
“contact” person such as a flight instructor<br />
or an FAA <strong>Safety</strong> Team (FAASTeam) Representative.<br />
They may be able to help think of ways to further<br />
mitigate some of the risks for your flight.<br />
If your score falls in the red zone, you should<br />
seriously consider cancelling the flight unless the<br />
risks involved can be safely mitigated. It’s important<br />
to not allow the external pressures involved with<br />
carrying on with the flight (e.g., attending your son’s<br />
graduation ceremony) interfere with your go/no-go<br />
decision. You (and your passengers) may be disappointed,<br />
but it’s always better to be wishing you were<br />
in the air than wishing you were on the ground!<br />
Introducing the FAAST FRAT<br />
No FRAT can anticipate<br />
all the hazards that<br />
may impact a particular<br />
flight, but there are<br />
some common hazards<br />
that GA pilots encounter<br />
regularly. “Unfortunately,<br />
most FRATs are<br />
operationally specific<br />
to commercial flying,”<br />
says J.B. Williams, a<br />
FAASTeam Operations<br />
subject matter expert in<br />
the FAA’s General Aviation<br />
and Commercial<br />
Division. “They can be<br />
used by a GA pilot, but since they’re not targeted to<br />
that type of operation, they offer a more generic risk<br />
assessment.” That’s precisely why Williams worked<br />
alongside with National FAASTeam Product Manager<br />
John Steuernagle to produce an easy-to-use FRAT<br />
specifically targeted at single pilot GA operations.<br />
“Our goal was to make the FRAT time investment for<br />
pilots short, but still provide all the tools they need to<br />
effectively identify and manage risk,” said Williams.<br />
Among the FAAST FRAT’s standout features is<br />
the ability to capture and send an email of the risk<br />
assessment. This may prove valuable for student<br />
pilots who want to send their instructor a copy<br />
before a flight. Williams is also working on adding<br />
a 180 degree zoom feature that would present an<br />
overhead view of the pilot’s location. This would<br />
help a pilot become more aware of the terrain and<br />
obstacles at an unfamiliar airport. Another unique<br />
element of the FAAST FRAT is a safety resource feature<br />
that automatically pulls safety discussions and<br />
notices from FAA<strong>Safety</strong>.gov.<br />
The FAAST FRAT is now in the final stages<br />
of development and testing. We hope to make<br />
it available on a smartphone or tablet near you<br />
later this year!<br />
Tom Hoffmann is the managing editor of FAA <strong>Safety</strong> Briefing. He is a commercial<br />
pilot and holds an A&P certificate.<br />
Photo by Paul Cianciolo<br />
January/February 2017 FAA <strong>Safety</strong> Briefing 29
Vertically Speaking<br />
GENE TRAINOR<br />
Photo by Lynn A. Jensen<br />
Rotorcraft <strong>Safety</strong> Continuum<br />
As the aerospace industry continues to rapidly<br />
expand and emerging aviation technologies take<br />
hold, the FAA Aircraft Certification Service continues<br />
to maintain its commitment to the FAA’s safety mission<br />
— to provide the safest, most efficient aerospace<br />
system in the world. Fulfilling this commitment<br />
is a continual challenge and requires new ways to<br />
manage people and resources to meet industry’s<br />
demands. A guiding principle transforming the way<br />
the Service does business is the <strong>Safety</strong> Continuum.<br />
This principle acknowledges that there needs to be a<br />
balance between determining the appropriate level<br />
of rigor in standards, policies, and processes and the<br />
public’s demand and expectations for safety.<br />
The Fort Worth-based Rotorcraft Standards Staff<br />
is embracing the safety continuum principles and<br />
is developing the Rotorcraft <strong>Safety</strong> Continuum for<br />
Systems and Equipment Policy. The continuum sets<br />
forth a plan to focus our resources into those areas<br />
that present the greatest risk of an accident and in<br />
areas that the public cares about the most.<br />
Currently, the FAA divides helicopters into two<br />
aircraft types: Normal Category (up to nine passengers<br />
and 7,000 pounds) and Transport Category<br />
(More than 7,000 pounds to 20,000 pounds and with<br />
some additional requirements over 20,000 pounds.)<br />
We have no regulations that treat Normal Category<br />
helicopters differently from one another. “More<br />
sophisticated and expensive helicopters with twin<br />
turbine engines have the same safety requirements<br />
as helicopters with the less sophisticated reciprocating<br />
engines,” said Andy Shaw, a Rotorcraft Standards<br />
Staff engineer and an architect of the new policy.<br />
“Most U.S. helicopter accidents occur in Normal<br />
Category aircraft, particularly in the least expensive,<br />
smaller single reciprocating engine models,” said<br />
Shaw. The new policy will facilitate the incorporation<br />
of new equipment that can improve safety, such<br />
as autopilots, into more of those helicopters. It also<br />
intends to help to reduce the cost of buying and<br />
installing the new equipment, especially equipment<br />
that can enhance safety.<br />
“Technological advancements and business<br />
innovation are challenging our old 7,000 pounds<br />
or below weight based regulatory discriminations,”<br />
Shaw said. “We need to find a means to encourage,<br />
practical economic installations of equipment and<br />
innovative production.”<br />
The Aircraft Certification Service is evaluating<br />
a proposal to classify Normal Category helicopters<br />
into four areas: Class I would cover helicopters with<br />
reciprocating engines and five or fewer occupants,<br />
including the crew. Class II would cover helicopters<br />
with single turbine engines, space for five or fewer<br />
occupants, including crew, and a maximum gross<br />
weight of up to 4,000 pounds. Class III would cover<br />
helicopters with single turbine engines, six or more<br />
occupants, including crew, and a maximum gross<br />
weight over 4,000 pounds to 7,000 pounds. Finally,<br />
Class IV would cover helicopters with twin turbine<br />
engines.<br />
Each class would have its own set of standards<br />
and level of scrutiny. For example, Class IV would<br />
undergo a higher level of scrutiny because these<br />
helicopters are the most sophisticated. The goal will<br />
be to have regulations that make installing additional<br />
safety equipment more affordable.<br />
The public will get a chance to view and comment<br />
on the Rotorcraft <strong>Safety</strong> Continuum for Systems<br />
and Equipment Policy which is expected to<br />
publish via a notice of proposed policy statement<br />
in the U.S. Federal Register later this year. After<br />
comments are considered, the FAA will release the<br />
final policy.<br />
Gene Trainor is a technical writer/editor for the Rotorcraft Directorate in Fort<br />
Worth, Texas.<br />
30 FAA <strong>Safety</strong> Briefing January/February 2017
Flight Forum<br />
Drone Test Prep<br />
I am pre-registered to take the part 107 Aeronautical<br />
Knowledge test for UAS unmanned aircraft.<br />
Specifically, I wish to fly a drone commercially. The<br />
question I have is how do I prepare for the exam?<br />
What specifically should I be studying? Is there a<br />
study guide or otherwise recommended course of<br />
study? Can’t seem to find this anywhere, thank you.<br />
— Jay<br />
Thanks for your questions, Jay. On the FAA’s<br />
website you can find test prep materials, sample<br />
questions, and study guides for the Remote Pilot<br />
Knowledge Test. Visit www.faa.gov/uas (or click<br />
on the drone icon on faa.gov) to access the Part 107<br />
Knowledge Test Prep page. Suggested study materials<br />
include the Airman Certification Standards (ACS) for<br />
remote pilot, a remote pilot study guide, knowledge<br />
test sample questions, and the Small Unmanned<br />
Aircraft Advisory Circular 107-2. Visit the FAQ page at<br />
www.faa.gov/uas/faqs/#krp for answers to the most<br />
commonly asked questions on aeronautical knowledge<br />
testing and remote pilot certification. I would also<br />
recommend taking the part 107 training course on<br />
www.FAA<strong>Safety</strong>.gov. A link to the course is posted<br />
on the home page. Finally, for more information on<br />
flying your commercial drone, see “How to Fly a UAS<br />
for Your Work or Business” at www.faa.gov/uas/<br />
getting_started/fly_for_work_business.<br />
Where are the <strong>Safety</strong> Seminars?<br />
Hello — we used to have a lot of safety seminars.<br />
Now — almost nothing. When will you renew it?<br />
— Ziva<br />
Hi Ziva, thank you for your question. The<br />
FAA <strong>Safety</strong> Team sponsors aviation safety<br />
seminars and webinars throughout the country<br />
each year. To find a safety seminar near you, visit<br />
www.faasafety.gov/SPANS/events/EventList.aspx.<br />
Over and Out<br />
Just got a copy of the July/August<br />
<strong>Safety</strong> Briefing. On page 2 it says I can go to<br />
http://1.usa.gov/1T1uR8v to get a listing of frequencies<br />
that are being changed. When I try that it takes<br />
me to www.faa.gov/about/office_org/headquarters.<br />
I still can’t find the affected frequencies. What am I<br />
doing wrong?<br />
— Larry<br />
Hi Larry, you are clicking correctly, but here’s a<br />
direct link to the list of frequencies affected by the radio<br />
frequency modification — http://go.usa.gov/x8aHV.<br />
And here’s a link to the MITRE briefing on the effects of<br />
radio reduction by area — http://go.usa.gov/x8a6c.<br />
A Return to PIC<br />
Thank you for the <strong>Safety</strong> Briefings. I am a 72<br />
year old pilot getting back into flying after a 22 year<br />
hiatus. Just completed a satisfactory flight review.<br />
Your articles are a great refresher for me. Thanks and<br />
keep up the great work!<br />
— Benatech<br />
Welcome back to the skies, Benatech, and<br />
congratulations on your flight review! The FAA <strong>Safety</strong><br />
Briefing team works hard to help educate airmen,<br />
and we are very happy to know that our publication<br />
helped in your return to flight. We wish you continued<br />
success!<br />
Facebook Like<br />
I love this magazine and think that every pilot<br />
or future pilot should read it cover to cover. Excellent<br />
information.<br />
— Wilfredo<br />
FAA <strong>Safety</strong> Briefing welcomes comments. We may edit letters for style<br />
and/or length. If we have more than one letter on a topic, we will select a<br />
representative letter to publish. Because of publishing schedule, responses<br />
may not appear for several issues. While we do not print anonymous<br />
letters, we will withhold names or send personal replies upon request. If<br />
you have a concern with an immediate FAA operational issue, contact your<br />
local Flight Standards District Office or air traffic facility. Send letters to:<br />
Editor, FAA <strong>Safety</strong> Briefing, AFS-850, 55 M Street, SE, Washington, DC<br />
20003-3522, or e-mail <strong>Safety</strong>Briefing@faa.gov.<br />
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You can also reach us on<br />
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January/February 2017 FAA <strong>Safety</strong> Briefing 31
Postflight<br />
SUSAN PARSON<br />
Reflection, Refraction, and Reaction<br />
By three methods we may learn wisdom: First, by<br />
reflection, which is noblest; Second, by imitation,<br />
which is easiest; and third by experience, which is<br />
the bitterest.<br />
— Confucius<br />
No doubt you have at some point marveled at<br />
the beauty of a rainbow. If you’re really fortunate,<br />
you might have even seen one from the sky. As you<br />
might remember from elementary school science<br />
class, a rainbow results from the reflection, refraction,<br />
and dispersion of light in water droplets. It<br />
allows us to see all the colors in the spectrum that<br />
normally appear as just plain white light.<br />
As we close this issue on risk management<br />
and decision-making, I’d like to suggest that we, as<br />
pilots, can use the processes of reflection and refraction<br />
to be better, safer aviators. We can use them in<br />
any phase of flight, but I want to focus here on the<br />
benefits they have in the postflight phase. When<br />
you land after a flight,<br />
especially one that<br />
Reflection — the kind you do in your head<br />
involved weather or<br />
— provides the different, slower velocity<br />
other challenges, your<br />
needed to refract the completed flight into first inclination is to<br />
its full spectrum of “teachable moments.” relax. That impulse is<br />
natural, because after<br />
all, the flight is over, right? Ah, but as the late Yogi<br />
Berra famously said, “it ain’t over til it’s over.” The<br />
immediate postflight period is the best time to learn<br />
lessons. Just as a reflection and refraction allow us<br />
to see the full range of colors in the light spectrum,<br />
they also allow us to see the full range of hazards we<br />
faced, decisions we made, and risks we mitigated<br />
during the flight.<br />
Follow effective action with quiet reflection. From<br />
the quiet reflection will come even more effective<br />
action.<br />
— Peter Drucker<br />
For rainbow-producing refraction to occur, a<br />
light wave has to pass obliquely through a medium<br />
with different velocity. For us humans, reflection —<br />
the kind you do in your head — provides the different,<br />
slower velocity needed to refract the completed<br />
flight into its full spectrum of “teachable moments.”<br />
The FAA Aviation Instructor’s Handbook (FAA-<br />
8083-9A) suggests a simple process for guiding the<br />
postflight analysis. Let’s take a look.<br />
Replay. As a first step, mentally replay the flight<br />
from start to finish. Use a camera, an app, or even<br />
old-fashioned pen and paper to capture memories<br />
and perceptions while they’re still fresh. In addition<br />
to capturing pilot performance perceptions, this<br />
activity is also a great way to record all the personal<br />
and aesthetic observations you want to remember.<br />
Reconstruct. The next step is to identify things<br />
you would have, could have, or should have done<br />
differently. I can recall occasions where I wasn’t as<br />
prepared as I should have been. I can also think of<br />
flights that, in hindsight, I should not have taken<br />
at all. The point, though, is not to beat yourself up.<br />
The goal is to make an honest assessment of gaps in<br />
knowledge or skill.<br />
Reflect. Reflection is nothing more complicated<br />
than asking yourself questions about perceptions<br />
and experiences and answering them as honestly as<br />
you can. For example, what was the most important<br />
thing you learned from this flight? What part of the<br />
experience was easiest? What aspect part was the<br />
hardest, and why? Did anything make you uncomfortable?<br />
If so, when, how, and why did it occur?<br />
How would you assess your performance, and<br />
your decisions?<br />
There are three principal means of acquiring<br />
knowledge ... observation of nature, reflection,<br />
and experimentation. Observation collects facts;<br />
reflection combines them; experimentation verifies<br />
the result of that combination.<br />
— Denis Diderot<br />
Redirect. Now comes the time to react — to<br />
consider how the lessons learned on this flight can<br />
be applied to the next trip you make. What lessons<br />
can you use to mitigate risk, or perform better, in the<br />
next cross-country flight? Do you need to adjust your<br />
personal minimums? Did this flight indicate a need<br />
for deeper knowledge, or for sharper skills? If so, how<br />
and when will you take action to close the gaps?<br />
Perhaps more than any other human endeavor,<br />
flying offers endless opportunities for learning and<br />
improving. Use the postflight reflection and refraction<br />
to make the most of them!<br />
Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor<br />
of FAA <strong>Safety</strong> Briefing. She is an active general aviation pilot and flight<br />
instructor.<br />
32 FAA <strong>Safety</strong> Briefing January/February 2017
PAUL CIANCIOLO<br />
FAA Faces<br />
J.B. Williams<br />
FAASTeam Helicopter SME, General Aviation and Commercial Division<br />
Soon after J.B. Williams earned his private pilot<br />
wings at the age of 18, he enlisted in the Air Force<br />
as an air traffic controller. During the next four-plus<br />
years in military service, he used his GI Bill benefits<br />
to earn his commercial pilot and flight instructor<br />
certificates, instrument and multi-engine ratings,<br />
and complete his bachelor’s degree. That allowed J.B.<br />
to attend Officer Training School and obtain a slot in<br />
Air Force pilot training.<br />
“My first assignment after graduating was to act<br />
as an enemy intruder flying the T-33 Shooting Star as<br />
part of fighter pilot/combat controller training,” J.B.<br />
explains. He then went on to train cadets at the Air<br />
Force Academy. “I completed my Air Force career<br />
flying the HH-53 Jolly Green Giant recovering reconnaissance<br />
satellites after they splashed down in the<br />
Pacific Ocean.”<br />
After 10 years of Air Force service, J.B. flew for<br />
Trans Colorado Airlines, and later Continental Airlines,<br />
where he flew the DC-10, DC-9, and MD-80. In<br />
1990, he joined the FAA as an air carrier operations<br />
aviation safety inspector.<br />
“I joined the FAA to broaden my aviation career,”<br />
he notes. “I wanted to see the other side of aviation<br />
and get involved with aviation safety.” J.B. now works<br />
with the national FAA <strong>Safety</strong> Team (FAASTeam) as<br />
the helicopter subject matter expert (SME) and is the<br />
SharePoint manager who links FAASTeam representatives<br />
to current training documents. He also serves<br />
on the FAA’s Compliance Philosophy Focus Team as<br />
the SME for remedial pilot training.<br />
As the educational outreach arm of the FAA, the<br />
FAASTeam is committed to serving the GA community<br />
and making our skies even safer. It promotes<br />
safety through many different outlets — in-person<br />
seminars, webinars, online education through<br />
FAA<strong>Safety</strong>.gov, and production of safety brochures,<br />
videos, and this magazine. One of J.B.’s projects is the<br />
development of a free Flight Risk Assessment Tool<br />
(FRAT) smart phone application to easily allow any<br />
pilot, especially those just flying for fun, to better<br />
assess the risks before their flights.<br />
“Our mission is safety and reducing the GA accident<br />
rate. The best way to do that is to educate pilots<br />
on safety and risk management.”<br />
The FAASTeam has also been involved in providing<br />
education on small unmanned aircraft system<br />
(sUAS) operations as well as providing certificated<br />
pilots the means to qualify for the Remote Pilot<br />
Certificate by completing the part 107 Remote Pilot<br />
Training Course on FAA<strong>Safety</strong>.gov. Educational outreach<br />
about NextGen and the 2020 ADS-B mandate is<br />
also ongoing; pilots need to understand the importance<br />
of upgrading their equipment to be ADS-B Out<br />
compliant.<br />
J.B. notes that one of the biggest challenges the<br />
FAASTeam faces is reaching the pilots and mechanics<br />
who do not usually participate in or read FAA safety<br />
outreach material. If you are reading this magazine<br />
and have an idea on how to reach those not reading<br />
it or attending safety seminars, send us an email or<br />
a tweet. We all fly in the same airspace, so help us<br />
reach out to our fellow pilots.<br />
“Every pilot is involved in risk management<br />
whether they know it or not,” explains J.B. “Our<br />
advice to GA pilots is to use an organized and repeatable<br />
risk-based decision making process before you<br />
fly to ensure that you are operating at the highest<br />
safety standard.”<br />
If you fly the skies over Cary, North Carolina,<br />
keep a lookout for J.B. He is either working on<br />
or flying his experimental Titan Tornado S every<br />
Sunday. He also volunteers with his local EAA chapter.<br />
You can bet he completes a flight risk analysis<br />
before every flight, even with all that flight experience.<br />
So should you.<br />
Paul Cianciolo is an assistant editor and the social media lead for FAA<br />
<strong>Safety</strong> Briefing. He is a U.S. Air Force veteran, and a rated aircrew member<br />
and public affairs officer with the Civil Air Patrol.
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